CZ470399A3 - Transshipment system - Google Patents

Abstract

Transhipment system for combined operation includes low-legged wagon with rarrow (l), swiveled chassis (3), and with at least one on-board or stationary transverse to the longitudinal axis of the wagon, movable (11) for transport unit. The carriage (11) passes the transport a unit, for example a semi-trailer (7), is transported to and from the wagon settles.

Description

The present invention relates to a low-loading wagon loading system for combined road and rail transport, for example with trailers.

BACKGROUND OF THE INVENTION

Freight transport, increasing year by year with high increments, has long since given rise to considerations to seduce the advantages of road and rail transport in a combined rail / road system, while at the same time a nearby area or a highway. preliminary and additional deliveries, leave to road transport as a supply service. This system has proven itself as such, but now occupies only a negligible share in the size of the traffic, which, however, will require considerable expansion in view of the projected evolution of the volume of goods.

This entails considerable problems due to the high investment and operating costs as well as the large need for the transhipment terminal area. This is accompanied by a great expense of loading and unloading time as well as shunting wagons and supply vehicles. The time savings in rail transport, which is manifested only on longer routes, are thus lost due to the lower reloading speeds of terminals. This applies in particular to vertical transhipment, which requires expensive crane installations in order to be able to bypass the entire length of the train with one or more gantry cranes and to allow the transverse transport of containers and / or containers. Since each crane can only transport one unit and the truck / wagon takes more minutes, the speed of reloading in the terminal depends on the number of cranes available.

In order to load or unload a freight train of about 30 wagons and thus 60 containers with a single crane, a larger number of hours are required during which the transported material, in particular the wagons, does not provide transport performance. In addition to this, even a temporary crane failure due to the high sequence of rail passenger and freight cycles will stir up the breakdown structure, which greatly limits the expansion of combined operation, especially in the case of a strongly rising supply tendency at the right moment.

In order to avoid the transport of a crane, German Patent 33 13 211 proposes the use of a low-floor wagon which is provided with a lateral sliding loading platform. The loading platform can extend horizontally perpendicular to the longitudinal axis of the wagon, allowing parallel movement of freight trains with the rails. A significant disadvantage of this system is that the loading platforms, when they are simultaneously driven, are spaced at a distance of about 5 m and thus do not allow simultaneous loading. Accordingly, freight trains, as in the loading of a wagon by the front ramp, must pass from one side of the loading platforms one after the other until they reach them

# »Assigned loading platform. Another possibility is to move the loading platforms one side at a time to the side and load. Simultaneous loading and unloading of all wagons is not possible with this system.

In addition, this system is truck-dependent and not suitable for the transport of semi-trailers without propulsion and containers. Accordingly, the loading capacity of the wagons is different from that of container operation - the transport capacity for road traffic is not released. On the other hand, the entire freight train, as before, travels the complete route between the starting and finishing stations; on rails.

This disadvantage is overcome by a low-wagon, known from European Patent 0 023 372, with the aid of a centrally pivoting loading platform, which allows simultaneous loading and unloading from the side or side. to the side. However, for a freight train of 30 wagons, a total of 60 trucks with a driver are required, namely 30 to transport semi-trailers from side-swinging loading platforms on one side of the train and 30 trucks to load loading platforms from the other side. For the loading and unloading of wagons requiring only a few minutes, a high need for machines and personnel is required. The costs involved were the reason that even this system did not succeed.

SUMMARY OF THE INVENTION

The basis of the invention is the problem of creating a transhipment system,

which allows not only crane-free loading and unloading of the entire train in minutes without the use of expensive tractors, but with a small load also loading and unloading of a single wagon or a larger number of wagons.

The solution to this object is to use on-board or stationary carriages when loading the transport units, which transport units, preferably semi-trailers, pass, catch and settle on the wagon.

More particularly, the invention consists in a low-loading wagon reloading system of a frame mounted on rotating bogies, preferably with three axles, and a transverse to the longitudinal axis of the frame of mobile, stacked or stationary carriages, for example in the form of a bogie. Such carriages may be arranged in the region of the wagon frame kink and with the on-board, preferably central, locomotive control, may travel under transport units positioned parallel to the rails, for example, semi-trailers or swap bodies with swap bodies. For example, in order to engage the semi-trailer, it is only necessary for the carriage lifting mechanisms to raise the semi-trailer. The carriages must travel only a short distance from the ramp to the wagon so that the semi-trailer is seated in such a way that its edges reach the pocket of the wagon.

Transverse carriage, retraction of the lifting mechanisms, necessary lifting of the axles of the trailer with respect to the clear height, necessary for transport to the wagon, as well as return carriage, setting up of the semi-trailers on the wagons and limit switches controlled centrally and synchronously.

In the case of bodies with interchangeable bogies, the bogie remains on the supply path and only the superstructure is deposited on the low-wagon. Otherwise, reloading is the same as in the case of a semi-trailer.

The transport system according to the invention requires, as an additional load, essentially only on-board or also stationary carriages, for example the aforesaid bogies, and at least a narrow supply path, respectively. ramp next to rails. Requirement of area for supply route, eventually. ramp is extremely small, because the semi-trailers, respectively. The transport units only need to be parked in a row at a predetermined distance, and the tractors are therefore immediately free to catch new, for example, unloaded semi-trailers.

Supply paths and ramps can be set up, for example, using large-area slabs on level ground with minimal, and therefore everywhere possible, area and cost costs. This allows for the flat layout of terminals with short distances of 200 km and, due to the high loading speed, economical rail transport also on shorter routes, but also the transfer of individual transport units (swap bodies or semi-trailers with fixed superstructure or containers) from one freight train to another.

In order to precisely position the semi-trailer for pickup, the ramp may be provided with cup-shaped recesses for the tractor and / or semi-trailer wheels. Furthermore, in the region of the at least one kink, the low-wagon can be provided with a support plate for seating the transport unit. In this case, a pivot mounting can be coupled to the carrier plate, for example for the main trailer pivot, which ensures a correspondingly matching seating on the wagon or the trailer. its support plate, respectively. carrier plates. The pin can be locked in the carrier plate.

In detail, the combined operation with the transhipment system according to the invention is carried out as follows:

The transport units to be loaded are brought to the supply path by conventional tractors in a predetermined, expediently waiting position, provided with locks in the form of bottom depressions, and are positioned approximately 1 m from the edge of the supply path in a row behind with you. Thus, if the semi-trailer or transport unit with the swap body is parked in the usual way, the tractor concerned is available for the road transport of another semi-trailer. other transport units.

Once the freight train, for example with empty low-wagons, has reached its predetermined position, all carriages, preferably centrally controlled by the locomotive, move from their waiting position on the wagons or supply path simultaneously to a predetermined picking position, e.g. and travel together to the transport position on the wagons where the trailers settle while being secured. This completes the loading process and the ramp is available for building additional trailers.

Of course, instead of the already described loading of empty low-wagons, wagons fitted with trailers can also be unloaded with the help of carriages towards one side and with the help of

the same carriages from the other side of the rails to load. This is not only possible for all wagons at the same time, but individual wagons can also be loaded and / or unloaded so that, for example, the individual semi-trailers can be loaded onto another freight train by way of transfer. The freight train is preferably located on the other side of the ramp, so that its carriages can take over the semi-trailers where the carriages of the freight train that brought them have settled them. This requires a ramp width of only approximately 4 m without any technical installations.

With suitable control, the transhipment system according to the invention operates with low-lift wagons practically without the need for personnel, at most a supervisor is required to provide for emergency cases.

When using carriages, the loading of semi-trailers requires raising the axles of the semi-trailers and swinging the rear underrun protection upwards to ensure the clearance required for transport to the wagon and to prevent the underrun protection during loading from impacting the carriage. This can easily be integrated into the system and carried out fully automatically, for example by means of a toothed rack provided at the rear of the semi-trailer, a double pinion for transmitting the toothed rack movement to a horizontal connecting rod mounted in the semi-trailer. rollers, with axles of the semi-trailer and on the other hand the control part with the crank of the underrun device. The vertical toothed rack is automatically actuated by one of the two carriages of the semi-trailer when it is taken from the ramp and the rope causes the trailer axles to be lifted and the underrun crank to swing.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be explained in more detail with reference to the drawings, in which: FIG. 1 is a side elevation view of the low-wagon; FIG. 2 shows a support plate with attachment for a main trailer pin; FIG. Fig. 4 different views of the bogie, Fig. 5 rear of the semi-trailer, Fig. 6 rear of the semi-trailer of Fig. 3 together with the corresponding caterpillar, Fig. 7 an enlarged view of the device for raising the axles of the semi-trailer and swinging the rear underrun protection 8 is a top view of a terminal with two ramps provided on both sides of the rails and a transhipment operation on both sides, FIG. 9 a top view of a terminal for loading a freight train on both sides with two ramps; • 9 • · 9 9 9 · · 9 9 · · 9 • 9 9 9 9 9

9,999,999

999 999 99 999 99 99 Fig. 10 shows a stationary carriage arrangement in section and Fig. 11 a top view of the arrangement of Fig. 10.

DETAILED DESCRIPTION OF THE INVENTION

The low-car wagon according to the invention consists of a frame 1, which is mounted on its front sides by cranks 2 in the usual manner on a three-axle bogie 3. The frame has a support plate 4 with a pin 5 on its front end. This semi-trailer rests on the support plate 4 and rests with its wheels 8 at the bottom of the pocket 9 of the frame 1 (FIG. 3).

Between the wagon frame 1 and the semitrailer 7, two self-propelled carriages are provided on each stall 10, respectively. track bogies 11, with driven belts 13 and with a lifting beam

14. The lifting beam is centered with a tapered tip

15 engaging into a complementary aperture 12 on the underside of the trailer 2 ^'and falls when the crawler track 11 located within the prescribed transfer position under the rear of the trailer, when taking the trailer to a vertical rack 16 which engages with the step 17 of small diameter double pinion 18, while its larger diameter step 19 engages the toothing of the horizontal connecting rod 20. This connecting rod is connected to the left side by means of a cable drive 22, guided over the rollers 21, connected to the axles 23 of the trailer wheels 2. Towards the other side, the horizontal connecting rod 20 engages the control portion 24 on the handle 25 of the underrun protection 26 pivotably mounted at the rear of the trailer.

When the vertical toothed rack 16 moves in the direction

upwards, the horizontal connecting rod 20 moves to the right according to the transmission of the double pinion 18, thus securing the axles of the trailer against falling, so that the wheels are released from the floor while the underrun protection 26 swings to the horizontal as shown in Figs. the underrun protection 26 prevents it from impacting on the rear knuckle 2 or the trailer 2 when loading the trailer. there is a support plate there, while firmly holding the axles of the wheels is a prerequisite for the transverse travel of the semitrailer Ί during loading, since the wheels 8 would otherwise maintain contact with the floor without lifting the semitrailer a and its pin 15 so that transverse running the caterpillar chassis 11 on the caterpillar stand 10, which are at the same level with the ramp 27.

Instead of the cable drive 22, a horizontally displaceable rod can also be provided which engages the hook under the wheel axles and secures them against falling.

Once the bogie 11 with the trailer 7 has reached its standing 10 on the wagon, the lifting beam 14 lowers the semitrailer 7 until its wheels 8 reach the bottom of the pocket 3, the lifting beam 14 is released from the frame of the trailer 7 and the main pin 6 reaches the pin 5 Thus, the semitrailer 4 and its wheels 4 rest entirely on the wagon frame 1, while the carriages 11 are released and need only be locked to the frame.

When loading a superstructure without wheels, which participates in road traffic with a swap chassis and whose swap chassis remains on the supply line, the superstructure settles on both cranks 2 or on the supporting plates located there.

To compensate for tolerances and thermal elongations in the longitudinal direction of the transport unit 7, the centering pin 15 can also be slidably mounted transversely to the lifting beam 14.

The pocket 9 extends up to the stall area 10 of the front carriage 11 and is bounded on both sides by one longitudinal beam 36.

If the terminal shown in FIG. 8 has two supply lines 27, 28 from both sides of the two rails 29, 30 and a central ramp 31, then it is possible to first unload the semi-trailer 7 by means of self-propelled carriages 11 from the wagon of freight train 32 towards one side. The carriages then return over the unloaded low-wagon train frame 32 of the train 32 to the pick-up position of the semi-trailer 7, previously on the central ramp 31 weaned from the freight train 33, and finally bring it to its transport position on the low-wagon. The self-propelled carriages 11 travel from the freight train wagon 33 to the pickup position below the trailer 7, parked on the supply line 27, and bring it to the already vacant space on the freight train wagon 33.

A particular advantage with respect to the drive-in of the supply vehicles is the double-sided loading, as shown in the reloading system of FIG. 9, in which the transport units I to V are loaded from both sides. This is accomplished by, for example, stopping the semi-trailer I, on the supply line 27, the semi-trailer II on the supply line 28, and the semi-trailer III on the supply line 27, and so on. · · · · · · · «• · • · φφφφφφφφ φφφφφφφφφφφφφφφφφφ φφφφφφφφφ pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice poziceφ pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice pozice. Thus, for example, for a trailer III at a ramp width of 8 m between the two semi-trailers I and V there is a clearance of 50 m so that the trailer III can be brought into its takeover position just next to its wagon. Locations of semi-trailers on both supply lines 27, 28 can be facilitated by identifying the stations on the first supply line with even numbers and the stations on the second supply line with odd numbers. It is therefore easy for suppliers to find and reach their location.

The reloading system according to the invention can also be implemented in such a way that the carriages are not loaded with wagons but are stationary, then they can be provided on a carriage 34 which is movable on rails 35 so that a larger number of carriages can be loaded and unloaded. On the supply route can also be used carriages as such. The number of carriages then preferably corresponds to twice the wagons serviced to allow loading and unloading of the entire freight train in minutes. Overall, however, the cost of stationary carriages is greater than the mounted carriages. However, the use of stationary carriages has the advantage that the loading capacity of the wagon is increased, which is then free of carriages.

Overall, the transhipment system of the invention provides a number of economically significant advantages over conventional systems. First of all, it does not require expensive terminals, but usually only two supply lines without a loading crane or, if carriages are loaded with wagons, other technical installations. Furthermore, the loading time when using onboard carriages or the corresponding number of stationary carriages is independent of the number of loaded transport units;

minutes. This makes it possible to unload or load individual transport units at railway stations on the route without the need for a longer stop or a separate tractor. Due to the short loading time, it is in principle also possible to integrate the transhipment system according to the invention into a passenger train when using onboard loading means.

Particularly advantageous is the use of semi-trailers which function practically as a pallet when loaded with containers or exchangeable containers.

Claims (20)

1. Transhipment system ^ for combined road and rail transport from a low - wagon wagon with a frame (1), and - a wheel pocket (9), undercarriage (11), transverse to the longitudinal axis of the wagon, and - transport units (7). Transhipment system according to claim 1, characterized in that the frame (1) is provided with a mount (10) on both sides of the wheel pocket (9) at the front and rear. Transhipment system according to claim 1 or 2, characterized in that the carriage stall (10) is arranged at the height of the loading ramp (27, 28). Transhipment system according to one of Claims 1 to 3, characterized in that the wheel pocket is arranged between the longitudinal members of the frame (1). Transhipment system according to one of Claims 1 to 4, characterized in that the carriages consist of a caterpillar undercarriage (11). Transhipment system according to one of Claims 1 to 5, characterized in that the carriages (11) are provided with a lifting beam (14). 99 9 99 9 9 9 9 9 9 99 9 9 99 99 9 • 9 9 99 9999 999 999 9 · 999 99 99 Transhipment system according to one of Claims 1 to 6, characterized in that the lifting beam (14) is provided with a conical centering tip (15). Transhipment system according to one of Claims 1 to 7, characterized in that the conical centering tip (15) is displaceably mounted in the direction of the longitudinal axis of the low-wagon. Transhipment system according to claim 7 or 8, characterized in that a centering hole (12) is provided in the frame of the transport unit (7). Transhipment system according to claim 9, characterized in that the centering hole (12) is conical. Transhipment system according to one of Claims 1 to 10, characterized by two carriages (11) arranged at a distance from one another which is smaller than the length of the semi-trailer. Transhipment system according to one of claims 1 to 11, characterized in that the frame (1) is provided with a support plate (4) in the region of at least one kink (2). Transhipment system according to claim 12, characterized in that the support plate (4) is provided with a pin mounting (5). The transhipment system according to any one of claims 1 to 13, characterized by a lock for the carriages (11) on the frame (1) of the low-wagon. • φ φ • · φ φ · • φ φφ φ ΦΦ φ φ φ φ φ φ φ Φ Ο 4 Φ · Φ φ φ Φ Φ Φ The transhipment system according to any one of claims 1 to 14, characterized by a semi-trailer (7) with axle retainer (23) and pendulum underrun protection (26). Transhipment system according to claim 15, characterized in that the holding consists of a vertical rack (16), a double pinion (18) and a horizontal connecting rod (20). Transhipment system according to claim 16, characterized in that the connecting rod (20) is connected on the one hand by the control part (24) to the crank (25) of the underrun protection (26) and on the other hand by a cable drive (21, 22) guided by rollers; horizontally mobile hook link with axles (23) of the semi-trailer. Transhipment system according to one of Claims 1 to 17, characterized in that the carriages (11) are coupled with the carriage (1, 2). Transhipment system according to one of Claims 1 to 17, characterized in that the carriages (11) are stationary. Transhipment system according to claim 19, characterized in that the carriages (11) are movable on the rails (35). PV1 < WI-VtO3