CA2087598A1 - Installation for the load transfer of piece goods in the form of load units such as containers, returnable containers, semi-trailers or the like - Google Patents
Installation for the load transfer of piece goods in the form of load units such as containers, returnable containers, semi-trailers or the likeInfo
- Publication number
- CA2087598A1 CA2087598A1 CA002087598A CA2087598A CA2087598A1 CA 2087598 A1 CA2087598 A1 CA 2087598A1 CA 002087598 A CA002087598 A CA 002087598A CA 2087598 A CA2087598 A CA 2087598A CA 2087598 A1 CA2087598 A1 CA 2087598A1
- Authority
- CA
- Canada
- Prior art keywords
- railway line
- loading
- unloading
- lifting gear
- store
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
- B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
- B65G63/00—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations
- B65G63/002—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations for articles
- B65G63/004—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations for articles for containers
Landscapes
- Warehouses Or Storage Devices (AREA)
- Loading Or Unloading Of Vehicles (AREA)
- Treatments For Attaching Organic Compounds To Fibrous Goods (AREA)
- Vending Machines For Individual Products (AREA)
- Reinforced Plastic Materials (AREA)
- Control And Other Processes For Unpacking Of Materials (AREA)
- Table Devices Or Equipment (AREA)
- Cash Registers Or Receiving Machines (AREA)
- Financial Or Insurance-Related Operations Such As Payment And Settlement (AREA)
- Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
- Electrochromic Elements, Electrophoresis, Or Variable Reflection Or Absorption Elements (AREA)
- Ship Loading And Unloading (AREA)
- Intermediate Stations On Conveyors (AREA)
- Body Structure For Vehicles (AREA)
Abstract
ABSTRACT
Apparatus for the load transfer of piece goods in the form of loading units such as containers, returnable containers, semi-trailers or the like.
The invention relates to an installation for transferring piece goods between road and railborne vehicles with the aid of lifting gear adapted to travel longitudinally in relation to a railway line, comprising at least one store arranged between the railway line and a roadway.
The invention proposes to provide on different sides of the railway line (7,8) a receiving and an issuing store (6 respectively 9), the outer sides of which remote from the railway line adjoin an unloading respectively loading roadway (4, 5 respectively 10, 113 for the unloading respectively loading of road vehicles. The two stores (6 respectively 9) each comprise a plurality of unloading respectively loading lifting gear means (26 respectively 27) adapted to travel longitudinally, by means of which load units can be transported beyond the railway lines (7, 8) between the unloading respectively loading roadway (4, 5 respectively 10, 11) and at least the adjoining receiving respectively issuing store (6 respectively 9). Above the railway line a plurality of train transfer lifting means (28) are provided adapted to travel longitudinally, their operating radii extending laterally beyond the railway line in the direction towards the two stores (6 respectively 9).
Adjoining the railway line (7, 8) additional transport means (29) are provided which bridge the mutually separated ranges of the unloading respectively loading lifting means (26 respectively 27) and the train transfer lifting gear means (28) and by means of which load units can be transported at least also transversely to the railway line (7, 8).
(Fig. 1)
Apparatus for the load transfer of piece goods in the form of loading units such as containers, returnable containers, semi-trailers or the like.
The invention relates to an installation for transferring piece goods between road and railborne vehicles with the aid of lifting gear adapted to travel longitudinally in relation to a railway line, comprising at least one store arranged between the railway line and a roadway.
The invention proposes to provide on different sides of the railway line (7,8) a receiving and an issuing store (6 respectively 9), the outer sides of which remote from the railway line adjoin an unloading respectively loading roadway (4, 5 respectively 10, 113 for the unloading respectively loading of road vehicles. The two stores (6 respectively 9) each comprise a plurality of unloading respectively loading lifting gear means (26 respectively 27) adapted to travel longitudinally, by means of which load units can be transported beyond the railway lines (7, 8) between the unloading respectively loading roadway (4, 5 respectively 10, 11) and at least the adjoining receiving respectively issuing store (6 respectively 9). Above the railway line a plurality of train transfer lifting means (28) are provided adapted to travel longitudinally, their operating radii extending laterally beyond the railway line in the direction towards the two stores (6 respectively 9).
Adjoining the railway line (7, 8) additional transport means (29) are provided which bridge the mutually separated ranges of the unloading respectively loading lifting means (26 respectively 27) and the train transfer lifting gear means (28) and by means of which load units can be transported at least also transversely to the railway line (7, 8).
(Fig. 1)
Description
2087~98 KRUPP INDUSTRIETECHN~ GESELLSCHAFT Mrl BESCHRANKTER
HAFTUNG in Duisburg SPECIFICATION
Installation for the load transfer of pie e goods in the form of load units such as containers, returnable containers, semi-trailers or the like.
The invention relates to an installation for the load transfer of piece goods in the form of load units such as containers, retumable containers, semi-trailers or the like between road and rail-borne vehicles using lifting equipment adapted to travel in the longitudinal direction of a railway track, comprising at least one store set up between a single or multiple track railway line and a single or multiple lane roadway.
The invention is based on the object to develop a means by which the load transfer of piece goods between roads and rails, rails and roads respectively railways and railways can be simplified and the load transfer time can be shortened. The load transfer means is to permit the employment or rendering more economical of regular trains which, in succession, t}avel to a plurality of stations for loading respectively unloading whereby time and cost consuming shunting procedures for the assembly of trains with a variety of destinations can be avoided. A
fur~er sbject aimed at by the invention resides in the design of the load t~ansfer installation in such a manner that it can be adapted using co nponents which are, in principle, all of the same nature, to different requirements in particular also to increasing load transfer numbers.
The stated object is attained by a load transfer installation which comprises the features of claim 1.
The basic concept of the invention in this context resides in that on different sides of the ~08~98 railway line a receiving and an issuing store are provided, followed towards the outside by the associated unloading respectively loading road way.
The receiving and the issuing store as well as the railway track are each associated with a plurality of longitudinally movable unloading, loading respectively train transfer lifting means, the operating ranges of which - viewed transversely to the direction of travel - are separate but adjoin each other: for conveying the loading units between the operating ranges of the unloading respectively loading and the train transfer lifting equipment additional transport means are provided laterally adjoining the railway track, which at least perform or perrnit the required transport movement transversely to the railway track. By the use of mutually separate stores with an associated roadway the load transfer can in so far be slmplified and accelerated as the road vehicles need not reach the load transfer region simultaneously with the train. In this context the receiving and the issuing stores serve as buffers by means of which in addition a desired transport sequence during the transfer onto the train respectively onto road transport can be brought about. Because the operating ranges of the respective lifting equipment serving the respective roadway and the railway line are separate from one another these may be employed independently from one another for load transfer depending on the requirements in the particular associated operating region.
Having regard to an influx respectively outflow of loading units with as little interference as possible, the road traffic way normally comprises at least two unloading respectively loading carriage ways, the innermost carriage way (i.e. adjoining the receiving respectively the issuing store) serving as parl~ng lane.
The processing of trains can be simplified and accelerated in that the number of train load transfer lifting gear means is greater than that of the unloading or loading lifting gear means The additional conveyance means may be of optional type as long as they are at least suitable to convey the loading units between the mutually separated operating regions of the unloading, loading and train transfer lifting means. In a preferred embodiment of the subject of the 2087~98 invention the additional conveyance means are designed as pallet conveyors circulating at two levels and operating in the manner of a horizontally orientated continuous belt conveyor and which - at least within the range of the input and the output store - extend laterally into the operating range of the unloading respectively loading lifting gear and the train transfer lifting gear means and the width of which in the longitudinal direction of the store is adapted to the length of the largest possible loading unit (clairn 2).
Preferably the pallet conveyor belts extend on both sides in the direction of the railroad line and the adjoir~ing unloading respectively loading roadway beyond the receiving and the issuing store (claim 3). This offers the advantage that the associated lifting gear means when transferring from respectively onto road traffic means and on respectively from the rail transportation means needs to perform only short transverse routes; at least a substantial portion of the required transverse transport and the predesigned keeping ready (sorting with direct access) of the load units is brought about by the pa,let conveyor belts of which, if the need arises, several at a time may be placed next to one another in the longitudinal direction of the railroad line. The aforesaid design in analogy with a continuous belt conveyor, besides an enlargement of the utilisable storage space, has the consequence, that the pallets always remain part of the additional conveyance means and accordingly the additional transport of empty pallets is dispensed with.
The load transfer capacity and operational safety may be further improved in that the lifting gear means are each composed of an overhead crane including a telescopic jib carrying a spreader, the spreader being pivotal in respect of the telescope jib and the latter in turn being pivotal in relation to the crane girder and being pivotal in staggered relationship thereto (claim 4). Due to the conventionally present hoisting ropes having been dispensed with, undesirable s ~nnging movements of the load units are substantially avoided and more rapid positioning procedures are possible. By operating the telescope jib it is possible to carry out transport movements even without displacing the crane girder.
The use of a movable overhead crane movable on an elevated train trac~ brings about the dispensing with the gantry supports which are nonnally necessary and thus at the same time ,-- , , 2087~98 .
brings about a reduction of the mass which needs to be accelerated during travelling.
Preferably the adjoining telescope jibs which succeed each otherin the travelling direction (i.e.
those of the unloading respectively loading respectively train load transfer lifting gear means) are mutually staggered transversely to the direction of travel so that their pivoting axes adopt a different position in relation to the respective overhead crane (claim 5). This design - in which the pivoting axes of adjoining telescope jibs are not aligned one behind the other in the travelling direction - facilitates respectively makes possible the interaction of adjoining lifting gear means of the same type, for example in the joint handling (in particular turning around) of large loading units.
.
The load transfer installation, from a point of view of economics, can be operated particularly advantageously if for each of the two pallet conveyor belts of the receiving or the issuing store one train trans-loading Lifting means is provided (claim 6). The advantage thereby attained resides in that a pallet conveyor belt can make available one suitable storage place whereas the train trans-loading lifting gear services the other pallet belt.
The aforedescribed load transfer installation (claims 1 to 5) can more particularly be so designed that it comprises a dual track ~ailway line (claim 7).
Departing from the previously described embodiments the subject of the invention may also be realised such that at least one additional transportation means is provided between the receiving respectively the issuing store and the railway line, i.e. separate from the receiving and issuing store on both sides of the railway line. In this context the additional transport means is constructed in the nature of a horizontal continuous belt conveyor comprising transport surfaces for load units circulating in a plane, the receiver surfaces in the re-directioning section perfornung a movement in the direction towards the railway line respectively away from there and wherein the longitudinal axis of each additional transport means is orientated parallel to the railway line or receiving respectively issuing store (claim 8). The advantage of this design also resides in that the transport surfaces which in the normal situation are horizontally disposed may, outside of the re-directioning sections (in the 20875~8 commencement and terminal regions of the continuous belt conveyor) may become effective as a distributor by means of which loading units may be assembled in a desired sequence with a view to the railway line or for example the issuing store. Because the transport surfaces in any event also perform a transverse movement, it is possible for the receiving and the issuing store optionally to be of particularly simple construction, i.e. for example in the form of passive stores.
Each re-directioning section is for exa nple so designed that in that region three transport surfaces at a time - viewed transversely to the longitudinal direction of the railway line -may be placed directly next to one another; however, in that position only two transport surfaces are available at any one time as well as the empty position, the size of which corresponds to that of a transport surface. The result thereof is that the mutual spacing of the innermost (adjoining the railway line) and outermost transport surfaces outside of the re-directioning sections correspond at least in width to one transport surface.
In accordance with the purpose of use each transport surface corresponds in size to the largest possible loading unit, i.e. the space requirements on the respective transport surface (claim 9).
Having regard to the employment of the continuous belt conveyor transport surfaces the receiving and the issuing store may each be designed as single storage stores, the storage area of which in the longitudinal and transverse direction is sub-divided according to the space requirements or half of the space requirement for the largest possible load unit ~claim 10). This sub-division of the storage area simplifies the collating of the load units and their load transfer in a desired sequence.
The sub-division of the surface units into two surface halves is advantageous in order to be able in particular to perform a substantially automatised load transfer also with relatively small load units. In the simplest case the surface units of the single storey store may be fixed by suitable markings (for example of a mechanical or optical nature).
The unloading, loading and train transfer lif~ng gear means may be of optional design provided they have an adequate operating radius in relation to the circulating transport areas. With a 2087~98 view to economics at least the unloading and loading lifting gear means are designed as ` overhead cranes comprising crane trolleys and spreaders, the operating radius of which laterally at least embraces the outermost transport suAace of the at least one associated additional transport means (claim 11). In that context the crane trolleys must be able to peAorm a transverse movement by way of which the loading units can be conveyed to or removed from the region of the outermost transport surfaces.
'1 The train transfer lifting gear means may be provided with telescope jibs in the manner already described above (cf claims 4 and/or 5). Preferably the train transfer lifting means IL~cewise take the forrn of overhead cranes each comprising two crane trolleys and spreader and the operating radius laterally embraces at least the innermost transport surfaces of the additional transport means ~claim 12). In this context one crane trolley is intended for loading the train and the other crane trolley for unioading it. The control and operation of the overhead crane may in appropriate circumstances be optimised in that it is coupled control technologically to the adjoining additional transport means; in this manner it is possible to ensure that the load unit to be taken over respectively passed on already adopts a favourable predetermined position in relation to the overhead crane on one of the transport surfaces.
The crane trolleys are preferably provided so closely above the railway line that only short lift movements involving small free rope lengths need to be performed.
:
The embodiment here discussed (see also clairns 8 to 12) may also be equipped with a single track rail line (claim 13). The unloading respectively loading roadway associated with the receiving and the issuing store, in order to avoid disruptions and delays should be so designed that at least two lanes adjoin each other of which the innermost lane serves as a parking lane for unloading or loading of road vehicles. If the load transfer installation comprises three lane roadways it is possible also for the two innermost lanes to be used as parking lanes.
, One of the important advantages of the invention resides in that the load transfer installation is of modular design and can be adapted to varying requirements, in particular increasing transfer ~- 6 ` 2087598 frequencies accordingly. In this context one module comprises besides the two passive stores includingtwohorizontallycirculatingcontinuousbeltcarriersurfaces,respectivelytwoduallevel circulatingpalletbelts(withoutpassivestores), therailwaylineandtheroadwaysonbothsides, the necessary unloading, loading and train transfer lifting gear means.
::
A speciality of the load transfer inst~ation resides in that the train during processing (loading and/or unloading) need not nece~c~rily be stopped, but can be moved at a predetermined velocity adapted to the processin~ needs through the load transfer installation5 by this operating mode time consuming transport movements in the longitudinal direction of the rail line can be avoided since the associated goods carriages must pass each section of the receiving respectively the issuing store. In this context the construction and the operational safety of the load ~ansfer installation may be improved in that the train to be processed is moved at least in the region of the load transfer installation by means of a suitable drive unit (traction and/or push unit) so that for example the provision of an overhead electrical line can be dispensed with.
The invention will in the following be explained in more detail with reference to two working examples illustrated in the drawing.
There is shown in:
Fig. 1 a diagrammatic plan view without roof of a load transfer installation including a dual track railway line as well as a receiving and an issuing store each comprising a plurality of additional transport means in the form of transverselyorientated pallet belts, Fig.2 a cross-section through the load transfer installation on a scale enlarged in relation to Fig. l, ;
; Figs 3a,b partial cross-sections through the load transfer installation in the region of the railway line respectively the unloading roadway on a scale which is larger than that in Fig.2, Fig.4 a diagrammatic cross-section through an embodiment of a load transfer instaUation including a single track railway line, a receiving and an issuing store designed as a single storey store as well as distributor means in the form of continuous belt transport surfaces, laterally adjoining the railway line, - Fig.S a diagrarnmatic partial plan view without roof of the left-hand half of the load transfer installation according to Fig.4, Fig . 6a to d various operating stages in diagrarnmatic form during the transfer of load units in the region of the railway line and Fig.7 a diagra~nmatic representation in the form of a flow diagram of the various operations taking place in a load t~ansfer installation according to Fig.4.
:
The load transfer installation iUustrated in Fig.l shows - viewed from the right-hand side towards the left (see also Fig. 2) - the foUowing components and equipment: an outwardly situated feed and distributor roadway including three delivery lanes 1 to 3, one unloading roadway including two adjoining unloading lanes 4 and 5, a laterally adjoining receiving store 6 a railway line including two adjoining tracks 7 and 8, a laterally adjoining issuing store 9, a loading roadway including two mutually adjoining loading lanes 10 and 11 and -latcraUy adjoining - the previously mentioned outermost delivery lanes 1 to 3.
~,~
The road vehicles to be unloaded respectively loaded (for example road trucks, semi-trailer and tractor units) enter the region of the load transfer installation (arrow 13) in the region of a reception area and again leave the instaUation (arrow 14).
Afterpassing the reception area 12 the road vehicles may proceed either directly by way of the unloading lanes 4, 5 towards the region of the receiving store 6 or first on the delivery lanes 1 to 3, after by-passing the receiving store, proceed to the region of the issuing store 9 by way of the loading lanes 10 and 11. The unloaded respectively loaded road vehicles may change over again to the delivery lanes 1 to 3 for travelling around the issuing store 9 , 2~87~98 or may enter these directly after leaving the issuing store 9. The roadways form a crossing-free one-way traffic ring without opposing traffic. This is also made possible by the feature that the railroad line with the tracks 7 and 8 crosses the delivery lanes 1 to 3 by way of bridges 15 and 16.
The reception area serves for a11otting to the incoming road vehicles the most appropriate parking areas for the load traosfer procedure in the region of the receiving respectively issuing store 6 and 9. As will be seen in particular in Fig. 2 the load transfer installation as a whole is under roof; it comprises - viewed transversely to the longitudinal direction of the tracks 7 and 8 - swen mutually adjoioing sections 17 to 23. The roofing serves as protection against weather and protects the environ nent against noise.
The transfer of the loadiog uoits to be handled - which may for example comprise containers 24 aod semi-trailers 25 (see Fig. 2) - between the unloading lanes 4, 5 and the receiving store 6, respectively between toe issuing store 9 and the loading lanes 10 and 11, respectively betweea the rail tracks 7, 8 and toe receiving store 6 or the issuing store 9, proceeds by meaos of two unloading lif~ng gear meaos 26 respectively two loading li~ing gear means 27 respectivdy a greater numba of train transfer lifting gear means 28; the latter are supported io a longitudioally movable manoer in the central roofed section 20 above the tracks 7 aod 8.
Io the workiog example uoder discussion the lifting gear meaos 26 to 28 are so designed that their cpelating radii e~ctend merely over a sma11 portion of the width of the receiving store 6 respectively issuiog store 9 so that they will not overlap. Part of the transverse movement for bridging the distance between the operating radii of the lifting means 26 and 28 respectively 28 and 27 wi11 accordingly be taken care of by an additional ~;ansport means which serves to feed the load units 24, 25 to be handled to the operating range of the train transfer lifting gear 28 respoctively the loading liftiog gear 27.
In the working example under discussion (see in particular Figs. 2, 3a, b) the additional traosport meaos - also with a view to improved storage capacity - are designed as dual storey circulatiog pallet belts 29 which operate in the manoer of a horizontally orientated continuous belt conveyor. The pallet belts are composed of pallets 29a which are slidable along an upper .
.
' . ' .
2087~98 guide track 30 respectively a lower guide track 31 and which outside the roofed section 19 respectively 21 adjoining the inner lane 5 respectively 10 and adjoining the rail tracks 7, 8 perform a direction changing movement; in the course thereof one pallet 29a at a time is lowered to the level of the lower guide track 31 respectively raised to the upper guide track 30.
The support of the pallets 29a in the direction changing region proceeds by way of lateral guides 32 (see Fig. 3a) respectively by way of not illustrated guide belts running parallel to the plane of the drawing.
Depending on the circulating direction of the pallet belt 29 the associated load units 24, 25 perform cyclically a transverse move and enter for e~ample from the region of the roofed section 18 into a region adjoining the track 7 respectively from the region of the roofed section 20 into a region adjoining the inner loading lane 10 (in the roofed section 22). As may be seen from Fig. 2 the length of the pallet belts 29 transversely to the tracks 7, 8 is greater than the width of the associated roofed section 9 respectively 21 for the receiving store 6 respectively issuing store 9. The width of the pallet belts in the longitudinal direction of the tracks 7, 8 is adapted to the length of the largest possible load unit.
The unloading, loading and train transfer lifting means 26 to 28 (see also Figs. 3a, b) each comprise an overhead crane including a telescopejib 34 carrying a spreader 33. Thejib in turn is supported from a crane girder 35 in a manner allowing it to travel longitudinatly i.e. normal to the plane of the drawing.
The telescope jib can perform rotary and pivoting movements about the axes 34a and 35b in relation to the crane girder 35; analogous conditions apply to the spreader 33 in relation to the telescope jib 34. Whereas the lifting gear means 26 and 27 serve for handling load units within the roofed section 18 respectively 22 between the unloading or loading lanes 4, 5 respectively 10, 11 and the adjoining pallet belt 29, the train transfer lifting means 28, accommodated in the roofed section 20, are employed for loading or unloading trains 36 and 37.
The manner of employment of the aforedescribed lifting gear means (with telescope jibs 34) may optionally be further improved in that lifting means adjoining each other in the direction of travel (i.e. the unloading respectively loading or the train ~ansfer lifting means) comprise telescope jibs 34 which are mutually staggered in a direction transverse to the travelling direction; their pivoting axes 34a accordingly adopt a different position in relation to the crane girder 35, i.e. - viewed in the direction of travel - they are not positioned in one line behind one another.
For explaining the aforedescribed situation reference is made for example to the illustration according to 3a. Departing thenefrom thepivoting axes 34aof telescopejibs 34 adjoining each other in the direction of travel are not provided in the middle of the respectively associated crane girder 35, but are alternatingly displaced either in the direction of the roofed section 19 or the roofed section 21. This mutually staggered arrangement of the telescope jibs 34 permits respectively facilitates the interaction in the joint handling of rehtively large load units.
: . .
In the embodiment illustrated in Fig. l of the subject of the invention the number of train transfer lifting means 28 is so hrge that one train transfer lifting gear means 28 in each case sefvices two pallet belts 29. Generally speaking the number of train transfer lif~n, means 28 should be greater than that of the unloading respectively loading means 26 and 27.
., .
In the embodiment according to Fig.4 the reoeiving and the issuing store are each designed as single storey stores having stationa~y store areas 38 respectively 39, which are adjoined Iat~ally by three unloading respectively loading hnes5, 4, 40, respectively 10, 11, 41 and by additional transport means s~ving as distributor means 42,43. Each store surface (for e~arnple ~; the store surface 39 of the issuing store 9 illustrated in Fig.5) is sub-divided in the longitudinal s and transverse directions into surface units 39a respectively 39b, the size of which corresponds to the space requirement for the greatest possible load unit or one half of such space requirement (cf the surfa~ e units 39b).
; Between the mutually opposite distributor means 42 and 43 a rail track 7 for a train 36 to be ~ udoaded respectively loaded is disposed.
,.~
Each distributor means 42 respectively 43 is designed in the manner of a horizontally disposed continuous belt conveyor comprising transport surfaces 42a respectively 43a for load units circulating in one plane.
The transport surfaces move - dcpending on the selected circulating direction - essentially 20~7598 parallel to the track 7 (cf the double arrows 44) and merely in the region of directional change, i.e. in the beginning and ends regions of the distributor) perform a transverse movement (cf the - double arrows 45) in the direction towards or away from the track 7.
"
In this context each distributor is so designed that in the directional change region at any stage three transport surfaces 42a respectively 43a adjoin each other; accordingly the mutual distance between the outermost and the innermost transport surfaces outside the directional change region corresponds at least to the width of a transport surface; the latter is moreover sizewise adapted to the largest possible load unit.
The unloading, loading and train transfer lifting means 26 to 28 each take the form of overhead cranes comprising train trolleys 46 and spreaders 47 which can travel to and fro on train girders 48, 49 respectively 50 parallel to the track 7.
In order to accelerate the transfer procedure in the region of the track 7 the train girder 50 of the train transfer lifting means 28 (in contrast to the crane girders 48, 49 comprises two train trolleys 46 at a time.
As will be seen in Figs. 4 and 5 the crane girders 48 and 49 are so dimensioned that the operating radius of these lifting means embraces the outermost transport surfaces 48a respectively 43a of the distributors 42, 43; The operating radius of the train transfer lifting means 28 as dictated by the crane girders 50 extends laterally beyond the innermost transport suRaces 43a respectively 42a. The construction and mutual inter-relationship of the lifting gear means 26 to 28 and distributors 42, 43 ensures that the load units to be handled can be transferred from the operating range of the unloading lifting means to that of the train transfer lifting means respectively from the operating range of the latter into that of the loading lifting means.
In accordance with the length of the load transfer installation (and according to the embodiment of Pig. l) a plurality of distributors 42 respectively 43 may each be fitted in modular manner in succession in the longitudinal direction of the track 7.
The train transfer lifting apparatus 28 equipped with two crane trolleys 46 and spreaders 47 can be operated as follows:
2087~98 In the starting position (Fig. 6a) a train 36 has entered the load transfer installation and has stopped. The distributor 42 in the meantime adapts itself to the carriage sequence of the train;
the lifting apparatus 28 enters into a first transfer position, the spreaders 47 are lowered and engage the load units 24 to be handled (Fig. 6b). These are subsequently lifted and conveyed to a new transfer position (Fig.6c); there they are once again lowered (Fig.6d) and subsequently released from the spreaders 47 before the train transfer lifting means 28 is moved onward.
The functions and transfer procedures of the embodiment in accordance with Figs. 4 to 6 can be derived from the flow diagram illustrated in Fig.7:
The load units to be handled are advanced from the region of the unloading lanes 4, 5 by means of the unloading lifting gear 26 to the receiving store 6 respectively a distributor 42 and can be transported by employment of the train transfer lifting gear 28 into the region of the track 7.
When unloading a train the reverse sequence applies. By means of the train transfer lifting gear 28 the load units are transferred from the region of the track 7 into the region of the distributor 43 and can from there be forwarded with the aid of the loading lifting means either first to be deposited in the issuing store 9 or directly to be transferred to the region of the loading lanes 10, 11.
~, In the embodiment according to Fig . 4 a roof cover S l extends laterally into the region adj oining the outermost lanes 40 respectively 41.
,
HAFTUNG in Duisburg SPECIFICATION
Installation for the load transfer of pie e goods in the form of load units such as containers, returnable containers, semi-trailers or the like.
The invention relates to an installation for the load transfer of piece goods in the form of load units such as containers, retumable containers, semi-trailers or the like between road and rail-borne vehicles using lifting equipment adapted to travel in the longitudinal direction of a railway track, comprising at least one store set up between a single or multiple track railway line and a single or multiple lane roadway.
The invention is based on the object to develop a means by which the load transfer of piece goods between roads and rails, rails and roads respectively railways and railways can be simplified and the load transfer time can be shortened. The load transfer means is to permit the employment or rendering more economical of regular trains which, in succession, t}avel to a plurality of stations for loading respectively unloading whereby time and cost consuming shunting procedures for the assembly of trains with a variety of destinations can be avoided. A
fur~er sbject aimed at by the invention resides in the design of the load t~ansfer installation in such a manner that it can be adapted using co nponents which are, in principle, all of the same nature, to different requirements in particular also to increasing load transfer numbers.
The stated object is attained by a load transfer installation which comprises the features of claim 1.
The basic concept of the invention in this context resides in that on different sides of the ~08~98 railway line a receiving and an issuing store are provided, followed towards the outside by the associated unloading respectively loading road way.
The receiving and the issuing store as well as the railway track are each associated with a plurality of longitudinally movable unloading, loading respectively train transfer lifting means, the operating ranges of which - viewed transversely to the direction of travel - are separate but adjoin each other: for conveying the loading units between the operating ranges of the unloading respectively loading and the train transfer lifting equipment additional transport means are provided laterally adjoining the railway track, which at least perform or perrnit the required transport movement transversely to the railway track. By the use of mutually separate stores with an associated roadway the load transfer can in so far be slmplified and accelerated as the road vehicles need not reach the load transfer region simultaneously with the train. In this context the receiving and the issuing stores serve as buffers by means of which in addition a desired transport sequence during the transfer onto the train respectively onto road transport can be brought about. Because the operating ranges of the respective lifting equipment serving the respective roadway and the railway line are separate from one another these may be employed independently from one another for load transfer depending on the requirements in the particular associated operating region.
Having regard to an influx respectively outflow of loading units with as little interference as possible, the road traffic way normally comprises at least two unloading respectively loading carriage ways, the innermost carriage way (i.e. adjoining the receiving respectively the issuing store) serving as parl~ng lane.
The processing of trains can be simplified and accelerated in that the number of train load transfer lifting gear means is greater than that of the unloading or loading lifting gear means The additional conveyance means may be of optional type as long as they are at least suitable to convey the loading units between the mutually separated operating regions of the unloading, loading and train transfer lifting means. In a preferred embodiment of the subject of the 2087~98 invention the additional conveyance means are designed as pallet conveyors circulating at two levels and operating in the manner of a horizontally orientated continuous belt conveyor and which - at least within the range of the input and the output store - extend laterally into the operating range of the unloading respectively loading lifting gear and the train transfer lifting gear means and the width of which in the longitudinal direction of the store is adapted to the length of the largest possible loading unit (clairn 2).
Preferably the pallet conveyor belts extend on both sides in the direction of the railroad line and the adjoir~ing unloading respectively loading roadway beyond the receiving and the issuing store (claim 3). This offers the advantage that the associated lifting gear means when transferring from respectively onto road traffic means and on respectively from the rail transportation means needs to perform only short transverse routes; at least a substantial portion of the required transverse transport and the predesigned keeping ready (sorting with direct access) of the load units is brought about by the pa,let conveyor belts of which, if the need arises, several at a time may be placed next to one another in the longitudinal direction of the railroad line. The aforesaid design in analogy with a continuous belt conveyor, besides an enlargement of the utilisable storage space, has the consequence, that the pallets always remain part of the additional conveyance means and accordingly the additional transport of empty pallets is dispensed with.
The load transfer capacity and operational safety may be further improved in that the lifting gear means are each composed of an overhead crane including a telescopic jib carrying a spreader, the spreader being pivotal in respect of the telescope jib and the latter in turn being pivotal in relation to the crane girder and being pivotal in staggered relationship thereto (claim 4). Due to the conventionally present hoisting ropes having been dispensed with, undesirable s ~nnging movements of the load units are substantially avoided and more rapid positioning procedures are possible. By operating the telescope jib it is possible to carry out transport movements even without displacing the crane girder.
The use of a movable overhead crane movable on an elevated train trac~ brings about the dispensing with the gantry supports which are nonnally necessary and thus at the same time ,-- , , 2087~98 .
brings about a reduction of the mass which needs to be accelerated during travelling.
Preferably the adjoining telescope jibs which succeed each otherin the travelling direction (i.e.
those of the unloading respectively loading respectively train load transfer lifting gear means) are mutually staggered transversely to the direction of travel so that their pivoting axes adopt a different position in relation to the respective overhead crane (claim 5). This design - in which the pivoting axes of adjoining telescope jibs are not aligned one behind the other in the travelling direction - facilitates respectively makes possible the interaction of adjoining lifting gear means of the same type, for example in the joint handling (in particular turning around) of large loading units.
.
The load transfer installation, from a point of view of economics, can be operated particularly advantageously if for each of the two pallet conveyor belts of the receiving or the issuing store one train trans-loading Lifting means is provided (claim 6). The advantage thereby attained resides in that a pallet conveyor belt can make available one suitable storage place whereas the train trans-loading lifting gear services the other pallet belt.
The aforedescribed load transfer installation (claims 1 to 5) can more particularly be so designed that it comprises a dual track ~ailway line (claim 7).
Departing from the previously described embodiments the subject of the invention may also be realised such that at least one additional transportation means is provided between the receiving respectively the issuing store and the railway line, i.e. separate from the receiving and issuing store on both sides of the railway line. In this context the additional transport means is constructed in the nature of a horizontal continuous belt conveyor comprising transport surfaces for load units circulating in a plane, the receiver surfaces in the re-directioning section perfornung a movement in the direction towards the railway line respectively away from there and wherein the longitudinal axis of each additional transport means is orientated parallel to the railway line or receiving respectively issuing store (claim 8). The advantage of this design also resides in that the transport surfaces which in the normal situation are horizontally disposed may, outside of the re-directioning sections (in the 20875~8 commencement and terminal regions of the continuous belt conveyor) may become effective as a distributor by means of which loading units may be assembled in a desired sequence with a view to the railway line or for example the issuing store. Because the transport surfaces in any event also perform a transverse movement, it is possible for the receiving and the issuing store optionally to be of particularly simple construction, i.e. for example in the form of passive stores.
Each re-directioning section is for exa nple so designed that in that region three transport surfaces at a time - viewed transversely to the longitudinal direction of the railway line -may be placed directly next to one another; however, in that position only two transport surfaces are available at any one time as well as the empty position, the size of which corresponds to that of a transport surface. The result thereof is that the mutual spacing of the innermost (adjoining the railway line) and outermost transport surfaces outside of the re-directioning sections correspond at least in width to one transport surface.
In accordance with the purpose of use each transport surface corresponds in size to the largest possible loading unit, i.e. the space requirements on the respective transport surface (claim 9).
Having regard to the employment of the continuous belt conveyor transport surfaces the receiving and the issuing store may each be designed as single storage stores, the storage area of which in the longitudinal and transverse direction is sub-divided according to the space requirements or half of the space requirement for the largest possible load unit ~claim 10). This sub-division of the storage area simplifies the collating of the load units and their load transfer in a desired sequence.
The sub-division of the surface units into two surface halves is advantageous in order to be able in particular to perform a substantially automatised load transfer also with relatively small load units. In the simplest case the surface units of the single storey store may be fixed by suitable markings (for example of a mechanical or optical nature).
The unloading, loading and train transfer lif~ng gear means may be of optional design provided they have an adequate operating radius in relation to the circulating transport areas. With a 2087~98 view to economics at least the unloading and loading lifting gear means are designed as ` overhead cranes comprising crane trolleys and spreaders, the operating radius of which laterally at least embraces the outermost transport suAace of the at least one associated additional transport means (claim 11). In that context the crane trolleys must be able to peAorm a transverse movement by way of which the loading units can be conveyed to or removed from the region of the outermost transport surfaces.
'1 The train transfer lifting gear means may be provided with telescope jibs in the manner already described above (cf claims 4 and/or 5). Preferably the train transfer lifting means IL~cewise take the forrn of overhead cranes each comprising two crane trolleys and spreader and the operating radius laterally embraces at least the innermost transport surfaces of the additional transport means ~claim 12). In this context one crane trolley is intended for loading the train and the other crane trolley for unioading it. The control and operation of the overhead crane may in appropriate circumstances be optimised in that it is coupled control technologically to the adjoining additional transport means; in this manner it is possible to ensure that the load unit to be taken over respectively passed on already adopts a favourable predetermined position in relation to the overhead crane on one of the transport surfaces.
The crane trolleys are preferably provided so closely above the railway line that only short lift movements involving small free rope lengths need to be performed.
:
The embodiment here discussed (see also clairns 8 to 12) may also be equipped with a single track rail line (claim 13). The unloading respectively loading roadway associated with the receiving and the issuing store, in order to avoid disruptions and delays should be so designed that at least two lanes adjoin each other of which the innermost lane serves as a parking lane for unloading or loading of road vehicles. If the load transfer installation comprises three lane roadways it is possible also for the two innermost lanes to be used as parking lanes.
, One of the important advantages of the invention resides in that the load transfer installation is of modular design and can be adapted to varying requirements, in particular increasing transfer ~- 6 ` 2087598 frequencies accordingly. In this context one module comprises besides the two passive stores includingtwohorizontallycirculatingcontinuousbeltcarriersurfaces,respectivelytwoduallevel circulatingpalletbelts(withoutpassivestores), therailwaylineandtheroadwaysonbothsides, the necessary unloading, loading and train transfer lifting gear means.
::
A speciality of the load transfer inst~ation resides in that the train during processing (loading and/or unloading) need not nece~c~rily be stopped, but can be moved at a predetermined velocity adapted to the processin~ needs through the load transfer installation5 by this operating mode time consuming transport movements in the longitudinal direction of the rail line can be avoided since the associated goods carriages must pass each section of the receiving respectively the issuing store. In this context the construction and the operational safety of the load ~ansfer installation may be improved in that the train to be processed is moved at least in the region of the load transfer installation by means of a suitable drive unit (traction and/or push unit) so that for example the provision of an overhead electrical line can be dispensed with.
The invention will in the following be explained in more detail with reference to two working examples illustrated in the drawing.
There is shown in:
Fig. 1 a diagrammatic plan view without roof of a load transfer installation including a dual track railway line as well as a receiving and an issuing store each comprising a plurality of additional transport means in the form of transverselyorientated pallet belts, Fig.2 a cross-section through the load transfer installation on a scale enlarged in relation to Fig. l, ;
; Figs 3a,b partial cross-sections through the load transfer installation in the region of the railway line respectively the unloading roadway on a scale which is larger than that in Fig.2, Fig.4 a diagrammatic cross-section through an embodiment of a load transfer instaUation including a single track railway line, a receiving and an issuing store designed as a single storey store as well as distributor means in the form of continuous belt transport surfaces, laterally adjoining the railway line, - Fig.S a diagrarnmatic partial plan view without roof of the left-hand half of the load transfer installation according to Fig.4, Fig . 6a to d various operating stages in diagrarnmatic form during the transfer of load units in the region of the railway line and Fig.7 a diagra~nmatic representation in the form of a flow diagram of the various operations taking place in a load t~ansfer installation according to Fig.4.
:
The load transfer installation iUustrated in Fig.l shows - viewed from the right-hand side towards the left (see also Fig. 2) - the foUowing components and equipment: an outwardly situated feed and distributor roadway including three delivery lanes 1 to 3, one unloading roadway including two adjoining unloading lanes 4 and 5, a laterally adjoining receiving store 6 a railway line including two adjoining tracks 7 and 8, a laterally adjoining issuing store 9, a loading roadway including two mutually adjoining loading lanes 10 and 11 and -latcraUy adjoining - the previously mentioned outermost delivery lanes 1 to 3.
~,~
The road vehicles to be unloaded respectively loaded (for example road trucks, semi-trailer and tractor units) enter the region of the load transfer installation (arrow 13) in the region of a reception area and again leave the instaUation (arrow 14).
Afterpassing the reception area 12 the road vehicles may proceed either directly by way of the unloading lanes 4, 5 towards the region of the receiving store 6 or first on the delivery lanes 1 to 3, after by-passing the receiving store, proceed to the region of the issuing store 9 by way of the loading lanes 10 and 11. The unloaded respectively loaded road vehicles may change over again to the delivery lanes 1 to 3 for travelling around the issuing store 9 , 2~87~98 or may enter these directly after leaving the issuing store 9. The roadways form a crossing-free one-way traffic ring without opposing traffic. This is also made possible by the feature that the railroad line with the tracks 7 and 8 crosses the delivery lanes 1 to 3 by way of bridges 15 and 16.
The reception area serves for a11otting to the incoming road vehicles the most appropriate parking areas for the load traosfer procedure in the region of the receiving respectively issuing store 6 and 9. As will be seen in particular in Fig. 2 the load transfer installation as a whole is under roof; it comprises - viewed transversely to the longitudinal direction of the tracks 7 and 8 - swen mutually adjoioing sections 17 to 23. The roofing serves as protection against weather and protects the environ nent against noise.
The transfer of the loadiog uoits to be handled - which may for example comprise containers 24 aod semi-trailers 25 (see Fig. 2) - between the unloading lanes 4, 5 and the receiving store 6, respectively between toe issuing store 9 and the loading lanes 10 and 11, respectively betweea the rail tracks 7, 8 and toe receiving store 6 or the issuing store 9, proceeds by meaos of two unloading lif~ng gear meaos 26 respectively two loading li~ing gear means 27 respectivdy a greater numba of train transfer lifting gear means 28; the latter are supported io a longitudioally movable manoer in the central roofed section 20 above the tracks 7 aod 8.
Io the workiog example uoder discussion the lifting gear meaos 26 to 28 are so designed that their cpelating radii e~ctend merely over a sma11 portion of the width of the receiving store 6 respectively issuiog store 9 so that they will not overlap. Part of the transverse movement for bridging the distance between the operating radii of the lifting means 26 and 28 respectively 28 and 27 wi11 accordingly be taken care of by an additional ~;ansport means which serves to feed the load units 24, 25 to be handled to the operating range of the train transfer lifting gear 28 respoctively the loading liftiog gear 27.
In the working example under discussion (see in particular Figs. 2, 3a, b) the additional traosport meaos - also with a view to improved storage capacity - are designed as dual storey circulatiog pallet belts 29 which operate in the manoer of a horizontally orientated continuous belt conveyor. The pallet belts are composed of pallets 29a which are slidable along an upper .
.
' . ' .
2087~98 guide track 30 respectively a lower guide track 31 and which outside the roofed section 19 respectively 21 adjoining the inner lane 5 respectively 10 and adjoining the rail tracks 7, 8 perform a direction changing movement; in the course thereof one pallet 29a at a time is lowered to the level of the lower guide track 31 respectively raised to the upper guide track 30.
The support of the pallets 29a in the direction changing region proceeds by way of lateral guides 32 (see Fig. 3a) respectively by way of not illustrated guide belts running parallel to the plane of the drawing.
Depending on the circulating direction of the pallet belt 29 the associated load units 24, 25 perform cyclically a transverse move and enter for e~ample from the region of the roofed section 18 into a region adjoining the track 7 respectively from the region of the roofed section 20 into a region adjoining the inner loading lane 10 (in the roofed section 22). As may be seen from Fig. 2 the length of the pallet belts 29 transversely to the tracks 7, 8 is greater than the width of the associated roofed section 9 respectively 21 for the receiving store 6 respectively issuing store 9. The width of the pallet belts in the longitudinal direction of the tracks 7, 8 is adapted to the length of the largest possible load unit.
The unloading, loading and train transfer lifting means 26 to 28 (see also Figs. 3a, b) each comprise an overhead crane including a telescopejib 34 carrying a spreader 33. Thejib in turn is supported from a crane girder 35 in a manner allowing it to travel longitudinatly i.e. normal to the plane of the drawing.
The telescope jib can perform rotary and pivoting movements about the axes 34a and 35b in relation to the crane girder 35; analogous conditions apply to the spreader 33 in relation to the telescope jib 34. Whereas the lifting gear means 26 and 27 serve for handling load units within the roofed section 18 respectively 22 between the unloading or loading lanes 4, 5 respectively 10, 11 and the adjoining pallet belt 29, the train transfer lifting means 28, accommodated in the roofed section 20, are employed for loading or unloading trains 36 and 37.
The manner of employment of the aforedescribed lifting gear means (with telescope jibs 34) may optionally be further improved in that lifting means adjoining each other in the direction of travel (i.e. the unloading respectively loading or the train ~ansfer lifting means) comprise telescope jibs 34 which are mutually staggered in a direction transverse to the travelling direction; their pivoting axes 34a accordingly adopt a different position in relation to the crane girder 35, i.e. - viewed in the direction of travel - they are not positioned in one line behind one another.
For explaining the aforedescribed situation reference is made for example to the illustration according to 3a. Departing thenefrom thepivoting axes 34aof telescopejibs 34 adjoining each other in the direction of travel are not provided in the middle of the respectively associated crane girder 35, but are alternatingly displaced either in the direction of the roofed section 19 or the roofed section 21. This mutually staggered arrangement of the telescope jibs 34 permits respectively facilitates the interaction in the joint handling of rehtively large load units.
: . .
In the embodiment illustrated in Fig. l of the subject of the invention the number of train transfer lifting means 28 is so hrge that one train transfer lifting gear means 28 in each case sefvices two pallet belts 29. Generally speaking the number of train transfer lif~n, means 28 should be greater than that of the unloading respectively loading means 26 and 27.
., .
In the embodiment according to Fig.4 the reoeiving and the issuing store are each designed as single storey stores having stationa~y store areas 38 respectively 39, which are adjoined Iat~ally by three unloading respectively loading hnes5, 4, 40, respectively 10, 11, 41 and by additional transport means s~ving as distributor means 42,43. Each store surface (for e~arnple ~; the store surface 39 of the issuing store 9 illustrated in Fig.5) is sub-divided in the longitudinal s and transverse directions into surface units 39a respectively 39b, the size of which corresponds to the space requirement for the greatest possible load unit or one half of such space requirement (cf the surfa~ e units 39b).
; Between the mutually opposite distributor means 42 and 43 a rail track 7 for a train 36 to be ~ udoaded respectively loaded is disposed.
,.~
Each distributor means 42 respectively 43 is designed in the manner of a horizontally disposed continuous belt conveyor comprising transport surfaces 42a respectively 43a for load units circulating in one plane.
The transport surfaces move - dcpending on the selected circulating direction - essentially 20~7598 parallel to the track 7 (cf the double arrows 44) and merely in the region of directional change, i.e. in the beginning and ends regions of the distributor) perform a transverse movement (cf the - double arrows 45) in the direction towards or away from the track 7.
"
In this context each distributor is so designed that in the directional change region at any stage three transport surfaces 42a respectively 43a adjoin each other; accordingly the mutual distance between the outermost and the innermost transport surfaces outside the directional change region corresponds at least to the width of a transport surface; the latter is moreover sizewise adapted to the largest possible load unit.
The unloading, loading and train transfer lifting means 26 to 28 each take the form of overhead cranes comprising train trolleys 46 and spreaders 47 which can travel to and fro on train girders 48, 49 respectively 50 parallel to the track 7.
In order to accelerate the transfer procedure in the region of the track 7 the train girder 50 of the train transfer lifting means 28 (in contrast to the crane girders 48, 49 comprises two train trolleys 46 at a time.
As will be seen in Figs. 4 and 5 the crane girders 48 and 49 are so dimensioned that the operating radius of these lifting means embraces the outermost transport surfaces 48a respectively 43a of the distributors 42, 43; The operating radius of the train transfer lifting means 28 as dictated by the crane girders 50 extends laterally beyond the innermost transport suRaces 43a respectively 42a. The construction and mutual inter-relationship of the lifting gear means 26 to 28 and distributors 42, 43 ensures that the load units to be handled can be transferred from the operating range of the unloading lifting means to that of the train transfer lifting means respectively from the operating range of the latter into that of the loading lifting means.
In accordance with the length of the load transfer installation (and according to the embodiment of Pig. l) a plurality of distributors 42 respectively 43 may each be fitted in modular manner in succession in the longitudinal direction of the track 7.
The train transfer lifting apparatus 28 equipped with two crane trolleys 46 and spreaders 47 can be operated as follows:
2087~98 In the starting position (Fig. 6a) a train 36 has entered the load transfer installation and has stopped. The distributor 42 in the meantime adapts itself to the carriage sequence of the train;
the lifting apparatus 28 enters into a first transfer position, the spreaders 47 are lowered and engage the load units 24 to be handled (Fig. 6b). These are subsequently lifted and conveyed to a new transfer position (Fig.6c); there they are once again lowered (Fig.6d) and subsequently released from the spreaders 47 before the train transfer lifting means 28 is moved onward.
The functions and transfer procedures of the embodiment in accordance with Figs. 4 to 6 can be derived from the flow diagram illustrated in Fig.7:
The load units to be handled are advanced from the region of the unloading lanes 4, 5 by means of the unloading lifting gear 26 to the receiving store 6 respectively a distributor 42 and can be transported by employment of the train transfer lifting gear 28 into the region of the track 7.
When unloading a train the reverse sequence applies. By means of the train transfer lifting gear 28 the load units are transferred from the region of the track 7 into the region of the distributor 43 and can from there be forwarded with the aid of the loading lifting means either first to be deposited in the issuing store 9 or directly to be transferred to the region of the loading lanes 10, 11.
~, In the embodiment according to Fig . 4 a roof cover S l extends laterally into the region adj oining the outermost lanes 40 respectively 41.
,
Claims (13)
1. Installation for the load transfer of piece goods in the form of load units such as containers, returnable containers, semi-trailers or the like between road and railborne vehicles using lifting equipment adapted to travel in the longitudinaldirection of a railway track, comprising at least one store set up between a single or multiple track railway line and a single or multiple lane roadway, characterised in that on different sides of the railway line (7, 8) a receiving and issuing store (6 respectively 9) are provided adjoined on the outerside remote from the railway line (7, 8) by an unloading respectively loading roadway (4, 5 respectively 10, 11) for the unloading respectively loading of road vehicles; that the receiving and the issuing store (6 respectively 9) each comprise a plurality of longitudinally movable unloading respectively loading lifting gear means (26 respectively 27) by means of which load units (24, 25) can be transported outside of the railway line (7, 8) between the unloading respectively the loading roadway (4, 5 respectively 7, 8) and at least the adjoining receiving respectively issuing store (6 respectively 9); that above the railway line (7, 8) movable in its longitudinal direction, a plurality of train transfer lifting gear means (28) are provided the operating radii of whichextend laterally beyond the railway line (7, 8) in the direction towards the receiving and the issuing store (6 respectively 9); and that laterally adjoining the railway line (7, 8) additional transport means (21 respectively 42, 43) are provided which bridge the mutually separated operating ranges of the unloading respectively loading lifting gear means (26 respectively 27) on the one hand and the train transfer lifting gear means (28) on the other hand and by means of which load units (24, 25) can at least be transported also transversely to the railway line (7, 8).
2. Installation according to claim 1, characterised in that the additional transport means take the form of dual storage circulating pallet belts (29) designed in the manner of a horizontally orientated continuous conveyor belt and which - at least within the receiving and the issuing stores (6 respectively 9) - extend laterally into the operating range of the unloading respectively loading lifting gear means (26 respectively 27) and of the train transfer lifting gear means (28) and the width of which in the store longitudinal direction is adapted to the length of the largest possible load unit (24, 25).
3. Installation according to claim 2, characterised in that the pallet belts (29) on both sides in the direction of the railway line (7, 8) and the adjoining unloading respectively loading roadway (4, 5 respectively 10, 11) extend beyond the receiving respectively the issuing stores (6, respectively 9).
4. Installation according to at least one of the preceding claims, characterised in that the lifting gear means (26, 27 respectively 28) each comprise an overhead crane including a telescope jib (34) carrying a spreader (33), the spreader (33) beingpivotal in relation to the telescope jib (34) and the latter being pivotal in relation to the crane girder (35) and being swingable in relation thereto in a staggered manner.
5. Installation according to claim 4, characterised in that the adjoining telescope jibs (34) which succeed each other in the direction of travel are arranged mutually staggered to one another transversely to the travel direction so that their pivoting axes (34a) on the respective overhead crane (crane girder 35) adopt a different position.
6. Installation according to at least one of the preceding claims, characterised in that the number of the train transfer lifting gear means (28) is so large that one train transfer lifting gear means (28) services two pallet belts (29) at a time.
7. Installation according to at least one of the preceding claims, characterised in that the railway line (7, 8) is of dual track design.
8. Installation according to claim 1, characterised in that in between the receiving respectively the issuing stores (6 respectively 9) and the railway line (7) in each case at least one additional transport means (42 respectively 43) is provided which is designed in the nature of a horizontally disposed continuous conveyor belt comprising transport surfaces (42a respectively 43a) circulating in one plane for load units (24, 25), the transport surfaces in the directional change region performing a movement in the direction towards the railway line respectively away therefrom (double arrow 45) and the longitudinal axis of each additional transport means (42 respectively 43) being directed parallel to the railway line (7) or receiving respectively issuing store (6 respectively 9)
9. Installation according to claim 8, characterised in that each transport surface (42a respectively 43a) is adapted sizewise to the largest possible load unit (24, 25).
10. Installation according to at least one of claims 1 and 8 to 9, characterised in that the receiving and the issuing store (6 respectively 9) each are designed as a singlestorey store, the store surface area (38 respectively 39) of which in longitudinal and transverse direction is divided into surface area units (for example 39a respectively 39b) corresponding to the space requirements or half the space requirements for the largest possible load unit (24, 25).
11. Installation according to at least one of claims 1 and 8 to 10, characterised in that at least the unloading and the loading lifting gear means (26 respectively 27) take the form of overhead cranes equipped with crane trolleys (46) and spreaders (47) theoperating radii of which laterally embrace at least the outer transport surfaces (42a respectively 43a) of at least one associated additional transport means (42 respectively 43).
12. Installation according to at least one of claims 1 and 8 to 11, characterised in that the train transfer lifting gear means (28) are designed as overhead cranes whicheach comprise two crane trolleys (46) besides spreaders (47) and the operating radii of which laterally embrace the innermost transport surfaces (42a respectively 43a) of the additional transport means (42 respectively 43).
13. Installation according to at least one of claims 8 to 12, characterised in that the railway line (7) is of single track design.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE4120922A DE4120922A1 (en) | 1991-06-25 | 1991-06-25 | DEVICE FOR HANDLING UNIT IN THE FORM OF LOADING UNITS LIKE CONTAINERS, INTERCHANGEABLE CONTAINERS, SADDLE TRAILERS OR THE LIKE. |
| DEP4120922.2 | 1991-06-25 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2087598A1 true CA2087598A1 (en) | 1992-12-26 |
Family
ID=6434685
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002087598A Abandoned CA2087598A1 (en) | 1991-06-25 | 1992-06-13 | Installation for the load transfer of piece goods in the form of load units such as containers, returnable containers, semi-trailers or the like |
Country Status (17)
| Country | Link |
|---|---|
| EP (1) | EP0544870B1 (en) |
| JP (1) | JPH06500983A (en) |
| AT (1) | ATE127427T1 (en) |
| AU (1) | AU653412B2 (en) |
| CA (1) | CA2087598A1 (en) |
| DE (2) | DE4120922A1 (en) |
| DK (1) | DK0544870T3 (en) |
| ES (1) | ES2076769T3 (en) |
| FI (1) | FI930702A (en) |
| GR (1) | GR3017712T3 (en) |
| HU (1) | HU212383B (en) |
| NO (1) | NO930581L (en) |
| PL (1) | PL168960B1 (en) |
| RU (1) | RU2093446C1 (en) |
| SK (1) | SK378792A3 (en) |
| WO (1) | WO1993000280A1 (en) |
| ZA (1) | ZA924647B (en) |
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| RU2587767C1 (en) * | 2014-12-16 | 2016-06-20 | Общество с ограниченной ответственностью научно-производственная фирма "Спектрон" | System for transportation and targeted delivery of concrete |
| TWI777945B (en) * | 2016-03-15 | 2022-09-21 | 德商阿莫瓦有限公司 | Transport and transfer system for storing and retrieving or rearranging storage items in high-bay warehouses |
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| DE1943875C3 (en) * | 1969-08-29 | 1974-06-06 | Hans 8113 Kochel Demleitner | Hay crane |
| DE2263767A1 (en) * | 1972-12-28 | 1974-07-04 | Hans Kabelitz | STORAGE WITH ALL-ROUND STORAGE AREAS FOR MOVING GOODS |
| DE2440682C3 (en) * | 1974-08-24 | 1978-08-24 | Karl L. Dipl.-Ing. 7967 Bad Waldsee Ringer | Handling system for containers and pallets |
| DE2537944A1 (en) * | 1974-09-09 | 1976-03-18 | Frantl Conprojekt | ENDLESS CHAIN CONVEYOR, IN PARTICULAR FOR MOTOR VEHICLES |
| NL7416213A (en) * | 1974-12-12 | 1976-06-15 | Meeusen Pieter | CONTAINER LOADING AND / OR DISCHARGE CRANE, LOADING AND UNLOADING STATION WITH SUCH A CRANE AND SHIP FOR CONTAINER TRANSPORT. |
| DE2534377A1 (en) * | 1975-08-01 | 1977-02-17 | Wolfgang Dipl Ing Bartscher | Road rail container transfer installation - has mobile overhead gantry interposed between overhead cables and train for indirect and direct transfer |
| DE3348361C2 (en) * | 1983-11-26 | 1991-07-04 | Man Ghh Logistics Gmbh, 7100 Heilbronn, De | Container transport system with travelling gantry |
| DE3833083A1 (en) * | 1988-07-13 | 1990-04-05 | Hammer Hans | Drive system for pallets of a parking system |
-
1991
- 1991-06-25 DE DE4120922A patent/DE4120922A1/en not_active Withdrawn
-
1992
- 1992-06-13 CA CA002087598A patent/CA2087598A1/en not_active Abandoned
- 1992-06-13 DK DK92912675.3T patent/DK0544870T3/en active
- 1992-06-13 RU RU9293004884A patent/RU2093446C1/en active
- 1992-06-13 EP EP92912675A patent/EP0544870B1/en not_active Expired - Lifetime
- 1992-06-13 WO PCT/EP1992/001338 patent/WO1993000280A1/en not_active Application Discontinuation
- 1992-06-13 AT AT92912675T patent/ATE127427T1/en not_active IP Right Cessation
- 1992-06-13 DE DE59203573T patent/DE59203573D1/en not_active Expired - Fee Related
- 1992-06-13 JP JP5501303A patent/JPH06500983A/en active Pending
- 1992-06-13 HU HU9300857A patent/HU212383B/en not_active IP Right Cessation
- 1992-06-13 ES ES92912675T patent/ES2076769T3/en not_active Expired - Lifetime
- 1992-06-13 PL PL92298137A patent/PL168960B1/en unknown
- 1992-06-13 SK SK378792A patent/SK378792A3/en unknown
- 1992-06-13 AU AU19997/92A patent/AU653412B2/en not_active Ceased
- 1992-06-24 ZA ZA924647A patent/ZA924647B/en unknown
-
1993
- 1993-02-17 FI FI930702A patent/FI930702A/en not_active Application Discontinuation
- 1993-02-19 NO NO93930581A patent/NO930581L/en unknown
-
1995
- 1995-10-11 GR GR950402821T patent/GR3017712T3/en unknown
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110395586A (en) * | 2019-08-14 | 2019-11-01 | 中交第四航务工程勘察设计院有限公司 | A kind of the automated container terminal handling system and method for wedge-shaped arrangement |
| CN110395586B (en) * | 2019-08-14 | 2022-11-22 | 中交第四航务工程勘察设计院有限公司 | Wedge-shaped automatic container terminal loading and unloading system and method |
Also Published As
| Publication number | Publication date |
|---|---|
| PL298137A1 (en) | 1993-08-09 |
| NO930581D0 (en) | 1993-02-19 |
| EP0544870B1 (en) | 1995-09-06 |
| PL168960B1 (en) | 1996-05-31 |
| RU2093446C1 (en) | 1997-10-20 |
| AU1999792A (en) | 1993-01-25 |
| DE59203573D1 (en) | 1995-10-12 |
| GR3017712T3 (en) | 1996-01-31 |
| WO1993000280A1 (en) | 1993-01-07 |
| DE4120922A1 (en) | 1993-01-07 |
| ES2076769T3 (en) | 1995-11-01 |
| AU653412B2 (en) | 1994-09-29 |
| HU212383B (en) | 1996-06-28 |
| ATE127427T1 (en) | 1995-09-15 |
| FI930702A0 (en) | 1993-02-17 |
| FI930702A (en) | 1993-02-17 |
| EP0544870A1 (en) | 1993-06-09 |
| DK0544870T3 (en) | 1995-10-23 |
| JPH06500983A (en) | 1994-01-27 |
| HU9300857D0 (en) | 1993-06-28 |
| ZA924647B (en) | 1993-02-24 |
| NO930581L (en) | 1993-02-19 |
| HUT65217A (en) | 1994-05-02 |
| SK378792A3 (en) | 1993-10-06 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |