CZ40096A3 - Railway transport unit for combined transport of containers and exchangeable containers - Google Patents

Abstract

The unit consists of two length-adjustable double-axle waggons. Each waggon has front bogie sections, and container locking bolts (4), e.g. for a 40' container (1) and two at least (22') swap bodies (2). The waggon length (15) is smaller than the overall length of the two swap bodies, and is determined by the distance between the two outer corner fittings (3) of the bodies. The distance thus created between two individual waggons (5), and further distances created by the combination of other containers and bodies, is bridged by long coupling rods (6). These are length-adjustable, or rods of different length may be used.

Description

Rail transport unit for mixed-container transport and interchangeable transport, .box _____________________________

Technical field

BACKGROUND OF THE INVENTION The present invention relates to a rail transport unit for the mixed transport of containers and interchangeable containers, comprising individual biaxial wagons connected by connecting rods, with a wagon loading length adaptable to the containers and boxes being transported.

BACKGROUND OF THE INVENTION

There are known solutions pursuing the objective of better utilization of the usable loading area of the railway transport unit and thus optimum utilization of the permissible train length and permissible train set weight.

The adaptability of the container lengths of wagons to containers and boxes should be kept as close as possible to each other between the containers and boxes on the train wagon to reduce aerodynamically adverse transitions and thus reduce the high cost of traction energy.

Accordingly, according to DE 4238315 a solution has been proposed according to which the train units

--------- consist of two-axle wagons and / or wagons with swivel bogies for the impact-damped transport of large containers using sliding rails of the bogie chassis or sliding platforms on the wagon.

In addition to the known short connection of individual wagons in a train set by means of short connecting rods, sliding platforms are also provided, optionally fitted with sliding rails, which are additionally connected by means of connecting rods or bumpers.

If, for an individual car, the sliding length of the sliding beam or sliding loading platform shortens the usable loading area due to the need to maintain a cargo spacing at the ends of the load corresponding to twice the sliding path of the damping device, units also by only twice the sliding distance. This yields a loading length whose previous reduction is due to the use of the impact paths. The disadvantage of this proposal is, in particular, that only the additional impact paths of medium-sized vehicles are limited. The actual loading length of the train or individual wagon or loading platforms is not adaptable to the lengths of the boxes.

Among other things, this means that, with different lengths of large containers, the greater part of the length of the loading platforms remains unused due to the large gaps between the containers and the cabinets, and the known disadvantages of increased drag and relatively high dead loads. The direct influence on the 'length of the platforms' or the' area 'of the connection' is not remembered here.

Further is. A known solution according to which the carrier wagon preferably consists of a three-part telescopically movable central longitudinal beam, at the ends of which fixed bogies with single-axle travels are arranged. On the middle part of the telescopically displaceable central longitudinal beam is a bearing frame with locking pins for the container. This solution makes it possible to vary the length of the carrier wagon by extending or retracting the telescopically movable central longitudinal beam by means of its own servo-drive or by means of a shunting locomotive which pushes the wagons together or pulls them apart relative to the braked last wagon. The individual carriers are ... interconnected by connecting rods.

The disadvantage of this solution is that the telescopic undercarriage always has a length that corresponds to the length of the longest transport case in the respective length adjustment ”. Samoňošňe overwhelmingly transitions between. are not used to shorten the chassis length.

Furthermore, with the shortened setting, the. . due to the necessary long overlap of the telescopically operable central longitudinal support portion, the material is not optimally utilized, as in adjusting the extended position. As a result, the weight of the cars is high.

Although the greatest possible adjustment distance is ensured by adjusting the chassis between travels, this solution is associated with high costs, since the main load-bearing part of the vehicle, for example the central longitudinal beam, which has the highest bending stress, must be telescopically shortened or extended.

A further disadvantage is that the loading platform must be adjusted lengthwise between the bogies, with the result that the loading length must be adjusted immediately during loading, that is to say between the unloading of the extended box and the loading of the next box.

Since both of these activities, as a rule, are immediately successive for the whole train, a shunting locomotive or other means of adjusting the wagon must be available throughout the entire loading process, which entails high costs. ------ "

Longitudinal rebuilding of wagons also requires adequate time, which is a particular problem for transhipment points where containers and transport boxes must be loaded and unloaded immediately in succession while driving at a combination speed of about 0.5 m / sec.

A disadvantage is also that during loading, the whole train sections must be shifted while extending the length of one wagon, which entails safety problems, and concurrent work on multiple 700 m train lengths is not allowed. ¾

Separating the unloading and loading processes of a train is also not economical.

SUMMARY OF THE INVENTION

SUMMARY OF THE INVENTION It is an object of the present invention to provide a rail transport unit for the mixed transport of containers and transport boxes in which the above-mentioned drawbacks are overcome.

The invention is based on the fact that fixed locking pins for containers defining a fixed length of the wagon are provided on the forward part of the bogie, namely locking pins for one container of length 40 * and locking pins for two pieces of interchangeable containers of at least 22 'according to UIC 592-2 or UIC 592-4, wherein the wagon length is less than the total length of the two interchangeable containers, meaning that the length of the vehicle is defined by the spacing of the two outer container corner fittings for the two interchangeable containers. and thus the spacing between the individual wagons as well as. ...

other spacing and other possible combinations of loaded other interchangeable containers and containers are bridged by long tie rods which are replaceable by tie rods of different lengths or are adjustable in length depending on often, or at the moment. loaded containers; or. The distance b between the coupling point of the coupling rod in the forward parts of the bogies and the front of the bogie is at least equal to or greater than twice the length of the interstate. native conceived automatic middle coupler and distance given by it to the pivot point of the coupling body to ensure the bearing capacity of the minimum longitudinal compressive force of 200 kN according to UIC 530-2 for safety against derailment of wagons in the train under longitudinal traction forces 9, however, preferably the connecting rod connection point lies in the region of the uniaxial travel, the length or length adjustability of the connecting rod being designed such that the large overhanging parts c of two interchangeable transport boxes are taken into account at the greatest length dimension including a safety clearance d for the movement behavior of cabinets and bogies, as well as maintaining a mutual safety clearance d between two adjacent bogie ends and cabinets at the smallest length of the tie rods.

. The end carriages at the far end of the conveyor unit may be provided with a half coupling bar with a front extension to which they are attached side buffers and a towing device, the half coupling bar being supported and supported between the front side and the transverse support beam.

In the end-carriages, a force and movement compensation device, preferably designed as a hinge, may be provided between the half-tie rod and the front extension or between the side buffers. To achieve the lowest touches. * cabinet surfaces and highest available loading lengths * with the smallest spacing between. It is suitable for two end-wagons if the plane of connection of the traction force to the chassis 1 is lowered with respect to the traction device itself by means of the connecting lever 4. It is also suitable that the end-carriages, which have a rigid front end with a towing and bumper device instead of a half-tie rod and a front extension, have a length corresponding to the lengths of at least one interchangeable container 22 * and one 20 * container. and furthermore, they are provided with locking pins for containers for two positions of containers 40 'and 30' in length, one position being symmetrical with respect to uniaxial travels and the other position. is moved to the end of the chassis towards the central part of the transport unit. For conventional and frequently occurring types of containers and interchangeable containers, optimally long fixed tie rods can be provided for predominantly permanent use between individual wagons of the entire transport unit or group of wagons in this transport unit. It is preferred if the long connecting rod to its length 'adjustability at its ends with a set of detent openings _ISI _ them. for. the locking bolts or, if any, the locking holes formed in the chassis. The long connecting pieces are suitably designed as two-piece or multi-piece telescopic tubes, provided with a safety device for securing the set length. The longitudinally adjustable long tie rods can be pushed or pushed due to the braked end carrier. pulling movements of the locomotive, or by means of a self-adjusting actuator, and the length adjustment and length arrest are controlled by a traction system depending on the containers to be transported and the swap bodies. Front ^Party; The vehicle is offset relative to the end portions of the outer longitudinal beams by a distance e, i.e. the distance between the external locking pins and the pins for the 40 ^J container, and at the same time assumes the function of the transverse support beam. and to increase the torsional strength, the at least one longitudinal beam and the chassis transverse beam are designed as a box beam.

The advantages of the solution according to the invention are, in particular, that the bogies of railway freight wagons can be rigid in design and can be even shorter than the overall length of the containers and transport boxes transported thereon by using self-supporting overhanging parts of the transport boxes. The transmission of the longitudinal forces through the long loose parts thus formed between the wagons is ensured by the relatively light, long connecting rods. This solution enables significant savings in weight and cost. By eliminating the displaceability in the area between the travels and the simplification associated therewith, the costs and dead weight of the wagons are also reduced.

Since the contact points of the wheels are used for measuring in fully automatic loading of containers by lifting devices, it is also advantageous if these reference points are fixed and the axes have a constant distance.

The problems associated with weight reduction and derailment due to the longitudinal forces exerted on the flag sets are simultaneously solved by using long tie rods and attaching them to the chassis. The necessary movement of the train on the S-shaped curved rails results in less transverse forces acting on the wheel flanges and prevents the wheels from being lifted prematurely.

By moving the length adjustment of the wagons from the central part to the area of the connecting parts, the load handlers are also facilitated.

When using the traction system of automatically controlled longitudinally adjustable long tie rods and when operating whole trains with combined cargo, the following procedure is advantageous for optimum length adjustment:

a) First, the empty units or the whole train, by means of a locomotive, are moved to an extended position, that is, to a position in which all the adjustable tie rods are fully extended. The last car brakes.

(b) This may be followed by loading of the train by any type of container and box according to UIC 592-2 and 4.

(c) Before the train departs, after the last wagon has been braked, the track-side locomotive shall compress the entire train to its optimum length, so that each wagon shall obtain its optimum length.

(d) Upon arrival of the whole train at the destination station or dock, the train shall be retracted to the extended position by means of a track-side or shunting locomotive, followed by unloading and unloadingT;

This procedure achieves the following advantages:

No length adjustment is carried out during reloading.

No permanent emergency. Addition of shunting locomotive, eventually using other energy source.

Time-consuming length adjustments are eliminated, so trains can pass through the docks for fast reloading without any problems.

During reloading it is not necessary to adjust the length by moving the wagons.

Railway transport units are provided in the device according to the invention in which, by adapting the loading length, it is possible to load containers and transport boxes with minimum spacing and to make optimum use of the permissible train length and its weight. U.Deutsche Bundesbahn AG permits a train length of 700 m and a weight of 1600 t. This solution also ensures the safety of the operation of the transport units with the lowest net weight of empty wagons and low construction costs, as well as cost-effective and fast loading of wagons.

BRIEF DESCRIPTION OF THE DRAWINGS An exemplary embodiment of the invention is shown in the drawings, wherein FIG. 1 is a side view of a central carrier with a schematic representation of the load; FIG. 2 a side view of the end portions of two short-coupled wagons; Fig. 4 is a side view of an end wagon with a schematically shown load; Fig. 5 is a top view of an end portion of a rear wagon; and Fig. 6 is a longitudinal section through a built-in towing device.

DETAILED DESCRIPTION OF THE INVENTION

As shown in FIGS. 1, 2 and 3, the individual carrier 5 has a longitudinally non-adjustable chassis 8. The carriage 5 is adjusted to the load length by means of different long or longitudinally adjustable tie rods 6. The length 15 of the car 5 is defined by the distance of the corner fittings 3 for a container 1 of two interchangeable transport containers 2 with a length of at least 22 '.

Symmetrically to the length are arranged pairs of locking pins 4 for a container 1 having a length of 40 '.

As a result, the interchangeable containers 2 extend beyond

by means of self-supporting forward portions 15 of the wagon 5 by dimension c and thus the increased space between the wagons 5 is overcome by the arrangement of long connecting rods 6.

To reduce the risk of derailment of the relatively light-weight wagon 5, long tie rods 6 are used whose attachment point 7 at the forward portion 10 has at least twice the spacing of conceived international automatic medium buffer damping wagon couplings from the coupling point of the coupling body to the wagon 5, corresponding distances c.

However, it is preferable that the connection point 7 of the connecting rod 6 lies in the region of the wheelset, as shown in FIG. 3, at the right end of the carrier 5; pak'vžňíkaji ejaiěňši ^^ '"cross ^- síiyNavíc the rigidity of the chassis 8 is increased by at least one longitudinal beam 9 and the cross member 14, designed as hollow profiles torsionally stiff. This results in a relatively low transverse force. According to the invention, it is suitable either to change the length of the tie rods 6 or to make the tie rods 6 adjustable in length either by means of extension holes in the tie rods 6 or in the bogie 8, or by means of telescopic connecting rods 8 with a locking device 23 shown in FIG. 2 ^and blocking the set length. The shifting can then be performed by a shunting locomotive, by a self-drive of a separate transport unit, or by a self-drive for length adjustment. It is advantageous to use a pulling control system for adjusting the lengths, the locking device and the adjusting actuator.

1, 2 and 4 show a preferred arrangement of the locking pins 4 for locking the containers 1 on the bogies 8 using the idea of the invention. In the end wagon 5 with a fixed front end, a combination of a 22 * interchangeable transport box and a 20 'length container is advantageous in accordance with FIG. 5, since a favorable bearing length is obtained at the end of the train without the use of an adjustable tie rod 6.

In FIG. 5, the end of the last car 5 is shown. In order to achieve an optimum length adjustment here, half connecting rods 17 are used, which are located between the end face 13 and the cross beam 14 of the carriage 12.

At the end there is a front extension 18 with side bumpers 19 and a towing device 20.

In order to reduce the transverse forces between the wheel flange and the rail and to ensure derailment safety due to the application of longitudinal tensile forces, it is expedient to provide a joint-like force and movement compensation device 21 between the front adjuster 13 and the half connecting rod 17.

AND

As shown in FIG. 6, the end carriage 5 is supplemented with a towing device 20, which preferably allows power to be transmitted to the chassis 8 in a lower plane, which also allows the end carriage 16 to achieve a long loading length and preferably a low loading area.

A preferred embodiment of the bogies 8 of the carriage 5 is apparent from Figures 3 and 5 and from claim 10.

The design of the chassis 8 is possible both for the structure of the outer longitudinal member and for the central longitudinal member.

Claims (8)

PATEN T OV · CLAIMS 1. Railway transport unit for mixed transport k4) nΌ ί JCO tejneru exchange and transport containers containing di ^ j 'vidually biaxial cars connected by tie rods with l <z ^ ¹ Nou length adaptable to containers transported _ a. a housing, characterized in that on i. . . the forward parts (10) of the container (8) are fixed locking pins (4) for containers (1) defining a fixed length (15) of the wagon (5), namely locking pins (4) for one container ____ ner __ (l). 40 * and locking pins (4) for two pieces of interchangeable containers (2) of at least 22 ^L according to UIC 592-2 or UIC 592-4, the length (15) of the wagon (5) being smaller than the total length of both interchangeable transport cases (2), which means that the length (15) of the wagon (5) is defined by the spacing of the two outer container corner fittings (3) for the two interchangeable transport cases (2) and thus the spacing and between the wagons (5) as well as other spacings resulting from other possible combinations of loaded interchangeable containers (2) and containers (1), are bridged by long connecting rods (6) which are replaceable by connecting rods (6) of different lengths or adjustable in length depending on gaps on frequently or currently loaded containers (1) or interchangeable containers (2), * wherein the distance b between the connection point (7) of the tie rod (6) in the forward parts (10) of the bogies (8) and the front (13) of the bogie (8) is at least equal to or greater than twice the length of the internationally centered automatic center coupler and the distance given by it to the pivot point of the coupling body to provide a minimum longitudinal compressive load capacity of 200 kN according to UIC 530-2 train set under longitudinal '··'»'............ ..... the tensile forces of wagons with a net weight of 9 t and less, but preferably the connection point (7) of the tie rod (6) lies in the region of the uniaxial travel (12), the length or length adjustability of the tie rod (6) being whereas, at the greatest length dimension, account is taken of the large overhangs c of two interchangeable transport containers (2), including the safety clearance d for the movement behavior of cabinets and bogies (8), and also so that the mutual safety distance d between two adjacent chassis ends and cabinets was maintained. 2. Railway transport unit according to claim 1, vyzná- s - u j s C i 's'e' by ^'J, that' end carrier wagons (16) on the end facing the transport unit are provided with half a connecting rod (17 ) with a front extension (13) to which the side bumpers (19) and the towing device (20) are attached, the half connecting rod (17) being supported and supported between the front side (13) and the cross beam (14) of the travel (12) ). Railway transport unit according to Claims 1 and 2, characterized in that an alignment device is provided between the half connecting rod (17) and the front extension (18) or between the side buffers (19) in the end-carriages (16). of forces and movement, preferably designed as a hinge (21). A railway transport unit according to claims 1 to 3, characterized in that, in order to achieve the lowest contact surfaces of the boxes and the maximum available loading lengths at a smaller spacing between the two end carriages (16), the plane of connection of the traction force to the bogie is (8) lowered with respect to the towing device (20) by means of the coupling lever (22). Railway transport unit according to Claims 1 to 4, characterized in that the end carriages (16), which have a rigid front part with a towing and bumper device instead of a half connecting rod (17) and a front extension (18), have a length corresponding to the lengths of at least one jointly loaded interchangeable container (2) of 22 'length and one container (1) of 20 * length, and are additionally provided with locking pins (4) for containers (1) for two 40' container positions and 30 ', wherein one position is symmetrical with respect to the uniaxial travels (12) and the other position is shifted to the end of the bogie (8) towards the central part of the transport unit. A railway transport unit according to claims 1 to 5, characterized by. in that, for conventional and frequently occurring types of containers (1) and interchangeable containers (2), optimally fixed rigid tie rods (6) are provided for predominantly permanent use between individual wagons (5) of the entire transport unit or group of wagons (5) in this transport ... unit. . A railway transport unit according to claims 1 to 6, characterized in that the long connecting rods (6) are provided at their ends with a set of locking holes for the locking pin at their ends or such locking holes are provided in the chassis (8). . A railway transport unit according to claims 1 to 5, characterized in that the long connecting rods (6) are designed as two-part or multi-part telescopic tubes, provided with a safety device (23) for securing the set length. A railway transport unit according to claims 1 to 8, characterized in that the longitudinally adjustable long connecting rods (6) are movable with respect to the braked end carrier (16) either by pushing or pulling. locomotive movements or self-adjusting actuators, and length adjustment and length arrest are controlled by a traction system depending on the containers to be transported (1) and the swap bodies (2 j. A railway transport unit according to claims 1 to 9, characterized in that the front side (13) of the wagon (5) is / is external to the end portions. longitudinal beams (9) spaced by a distance e ', that ^- is the distance between the outer locking pins (4) and the pins for the container (1) with a length of 40', and simultaneously takes over the function of the cross nosniktTXTA) term-ZDU ^- (L2J " wherein ^_ between the two transverse beams (14). traverse (12) is a connection point. (7) a connecting rod (6), and · increasing the torsional strength is at least one longitudinal beam and a transverse beam of the chassis (8) is formed as a box beam .