DE102016120817A1 - Transport container with aerodynamic flaps - Google Patents

Abstract

The invention relates to a transport container (1). The transport container (1) has outer surfaces (102, 103, 104) and outer edges (105, 106). On at least one outer edge (105, 106) a flap (7) is mounted so pivotable that the flap (7) can be pivoted between an inactive operating position and an active operating position. In the inactive operating position, the flap (7) is arranged adjacent to an adjacent outer surface (102, 103, 104), while the flap (7) in the active operating position in extension of the outer surface (102, 103, 104) is arranged. In the active operating position, a gap between adjacent transport containers (1), in particular on a railroad flatcar, can be closed by means of the flap (7), resulting in improved aerodynamic properties. On the other hand, the transport container (1) in the inactive operating position of the flap (7) can be moved and stored like a conventional transport container, wherein the flap (7) does not change the outer geometry of the transport container (1). Preferably, the flap (7) is automatically transferred with the placement of the container (1) of the inactive operating position in the active operating position.

Description

TECHNICAL FIELD OF THE INVENTION

The invention relates to a transport container for the transport of goods, in particular for the transport of goods by rail. Moreover, the invention relates to a railway freight wagon assembly with a railway flat car and a transport container and a railway freight train with one or more rail freight car assemblies.

STATE OF THE ART

Transport containers are used in international freight transport, for example on ships or on rail freight trains or commercial vehicle trailers. Due to their priority design for shipping, transport containers are characterized by good stackability and alignability. Consequently, transport containers are usually cuboid. In particular, transport containers follow a standard of the International Organization for Standardization (ISO) for sea freight containers, in particular the Standard ISO 668: 2013 ,

In a transport, for example, on a railway flat car without a cover or surrounding structure, the cuboid shape of a transport container is aerodynamically unfavorable, since the increased air resistance leads to a high energy consumption for the generation and maintenance of the transport movement, which results in increased costs.

There are various measures known to give transport containers, especially cuboid transport containers, an aerodynamically favorable shape. It is known, for example, to attach elements to rear end faces of a cuboid transport container which have an aerodynamically favorable shape and, in particular, improve the flow conditions in a so-called dead water area behind the cuboid transport container.

According to the patent US 4,458,936 is attached to the rear end face of a cuboid transport container a rigid lining element. The cladding element has an aerodynamically favorable shape based on a rounded triangular prism. The cladding element can be exchanged between various cuboid transport containers, commercial vehicles and commercial vehicle trailers and is assembled manually for the respective application. In addition to the resulting increased assembly costs, such a cladding element means that a plurality of transport containers provided with the cladding element can not be lined up in a row for a spatially compact storage. Therefore, the trim elements must be removed before, for example, a transport on a ship from the transport container.

An inflatable cladding element for attachment to a rear end face of a cuboid transport container is in the patent US 4,741,569 disclosed. The cladding element can and must also be manually mounted and additionally inflated.

Aerodynamically favorable shaped cladding elements for attachment to a front end face of a transport container for transport on railway flat cars are from the patent application US 2010/258029 and the patent US 4,966,407 known. From the patent application US 5,332,280 is an aerodynamically shaped, dismountable for storage and collapsible trim element for attachment to a front end face of a transport container for transport on commercial vehicles or commercial vehicle trailers known.

The patent application US 2011/056406 discloses fairing containers with an aerodynamically favorable shape for placing on transport containers, which are transported on a railway flat car. The put on the transport container fairing containers give the composite of transport container and fairing containers aerodynamically favorable form.

Furthermore, it is known with filling or limiting devices that can be attached to a railway flat car and are filled or closed by the existing spaces between adjacent transport container completely or partially, the air resistance of railway car assemblies with railway flat car and transport containers to reduce.

Thus, the patent discloses US 5,465,669 a limiting device consisting of four vertical masts, which are arranged adjacent to the vertical outer edges of two transport containers on two railway flat cars, and flexible tarpaulins, which can be stretched between the masts to form a vertical boundary wall. The bounding walls formed by the tarpaulins limit and close the gap between two transport containers arranged on adjacent railroad flat cars. The tarpaulins can be lowered by a cable to the masts and to separate the railway flat cars halved, with one half each remain on one of the railway flat car.

According to the patent US 4,756,256 Narrow posts are respectively arranged in intermediate spaces between cuboid transport containers arranged on railroad flat wagons, while adjacent to the rear end face of the rearmost transport container large side wings are attached to the railway flat wagon adjacent to one another in the direction of travel. The posts and the side wings are intended to limit the space between the transport containers or the dead water area behind the rearmost transport container to produce a reduced air resistance.

According to the patent application EP 0 673 819 A1 Aerodynamic louvres are used to aerodynamically bridge a gap between two railway freight cars. The aerodynamic fins are each mounted on an outer edge of the railway freight wagon so that they partially overlap with the railway wagon and partly with the gap. The aerodynamic lamellae are permanently connected to the railway freight car.

US 4,746,160 A discloses a commercial vehicle with a tractor, a semi-trailer and a trailer. Between the tractor and the semi-trailer and between the trailer and the trailer each plates are arranged. Two side plates and a top plate are attached to a rear end of the trailer and a rear end of the tractor, respectively. Each of the side plates is pivotally connected to a side edge by a hinge.

Opposite a rear wall of the tractor or the trailer, the side plate can not take a smaller angle than a right angle, since the side plate is supported by a support on the rear wall. Against the support, the side plate is acted upon by a spring, so that the side plate can be brought against the spring action at an angle greater than 90 ° relative to the rear wall. In the side flaps of the semitrailer, the spring can be unhooked, so that the side flap can be flattened by 180 ° flat to an outer wall of the trailer, making loading or unloading of the trailer should be facilitated.

OBJECT OF THE INVENTION

• – einerseits hinsichtlich seiner aerodynamischen Eigenschaften beim Transport und
• – andererseits hinsichtlich seiner Handhabung, insbesondere bei der Bevorratung und/oder dem Verladen,

verbessert ist. Weiterhin liegt der Erfindung die Aufgabe zugrunde, eine Eisenbahngüterwagenbaugruppe und einen Eisenbahngüterzug zur Verfügung zu stellen, in denen die verbesserten Eigenschaften des Transportcontainers besonders vorteilhaft genutzt werden. The invention has for its object to provide a transport container available, the

• - On the one hand, in terms of its aerodynamic properties during transport and
• - on the other hand, with regard to its handling, in particular during storage and / or loading,

is improved. Furthermore, the invention has for its object to provide a railway freight wagon assembly and a railway freight train available in which the improved properties of the transport container are used particularly advantageous.

SOLUTION

The object of the invention is achieved with the features of the independent claims. Further preferred embodiments according to the invention can be found in the dependent claims.

DESCRIPTION OF THE INVENTION

The invention is based first of the recognition that it is obviously a prejudice of the skilled person that aerodynamic elements can not be permanently attached to a transport container, since the known aerodynamic elements always protrude from the typical cuboid shape of the transport container and thus in a compact stacking, baying and loading of a transport container and subject to the risk of damage or destruction. According to the prejudice of the expert aerodynamic elements for transport containers must therefore always be disassembled. According to the preconception, aerodynamic elements that are not to be dismantled should at most be attached to transport documents such as railway flat wagons and thus be independent of the transport container.

The invention relates to a transport container. The transport container has outer surfaces and outer edges. In particular, the transport container is cuboid and thus has six outer surfaces and twelve outer edges. Such a cuboid transport container then has a bottom surface, a top surface, two side surfaces and two end surfaces. At each of the end faces adjoin a lower edge, an upper edge and two side edges. Other forms of transport container with outer surfaces and outer edges are possible. In particular, the transport container but cuboid with dimensions that an ISO standard for sea freight transport containers, about ISO 668: 2013 , correspond.

At an outer edge of the transport container is a flap in a pivot bearing about an axis parallel to the outer edge pivot axis pivoted. The outer edge can be any outer edge of the transport container. However, the outer edge is particularly preferably the upper edge of one of the two end faces or one of the side edges of one of the two end faces. The pivot bearing may be formed by a structural element of the transport container. It may be formed in particular in the outer edge. The pivot bearing can also be placed on the transport container. In this case, it is possible for a component forming the pivot bearing to be attached to the end face, the side faces or the top face or to the outside edges of the end face. The pivot axis is parallel and at least adjacent to the outer edge, but does not necessarily run exactly in the outer edge.

The flap is mounted in the pivot bearing so that it can take an inactive operating position and an active operating position. In the inactive operative position, the flap is adjacent to an outer surface adjacent the outer edge. This means, for example, if the flap is pivotally mounted about an axis parallel to the upper edge of one of the end faces pivot axis, that the flap in the inactive operating position of either the end face or the top surface of the transport container is adjacent. That the flap is adjacent to the outer surface means, for example, that the flap rests against the outer surface. However, the fact that the flap is adjacent to the outer surface may also mean that the flap is located at a small distance from the outer surface. Preferably, the flap is adjacent the outer surface in the inactive operative position of the outer surface such that the flap is within an outer contour or maximum extent such as the maximum extent in the lateral direction or in the vertical direction of the transport container. The outer contour may be formed, for example, with respect to the cuboid base body laterally and / or vertically protruding frame members which form the outer edges. Preferably, in the inactive operating position, the flap and the associated outer surface of the transport container form a small acute angle whose amount is in particular smaller than 5 ° or 2 °, or the flap and the outer surface are oriented parallel to each other. From the inactive operating position, the flap is pivotable about the pivot axis in the active operating position. In the active operating position, the flap is arranged in extension of the or one of the outer surfaces. Without thereby limiting the invention, for example, the surface normal of the flap and the associated outer surface in the inactive operating position can have an angle with a maximum of 15 °, in particular a maximum of 10 °, 5 ° or 2 °. This may mean, for example, if the flap is pivotably mounted about a pivot axis parallel to the upper edge of an end face of a cuboid transport container and is adjacent to the cover surface of the transport container in the inactive operating position such that the flap is approximately orthogonal to the end face in the active operating position so that it is arranged in extension of the top surface. However, the same arrangement can also be achieved according to the invention for the active operating position when the flap in the situation described in the inactive operating position of the end face is adjacent.

The flap can be arranged in the active operating position in exact extension of the outer surface, d. H. assume a 180 ° angle to this, or in their arrangement of the exact orientation, for example. Diverge by +/- 10 °. Such variation is insignificant unless there is a significant increase in drag of the transport container over 180 ° or other optimal angle assembly. Such flow drag refers to resistance to flow occurring along the direction in which the outer surface and the flap are located in the active operating position. As long as deviation from exact extension results in only a slight increase in air flow drag (eg, 10% or 5% increase in air flow drag), this still is to be encompassed by the present invention and an "extension" arrangement.

The flap preferably has an extension in a direction parallel to the pivot axis that corresponds to or approximately corresponds to the length of the outer edge of the transport container in which the pivot axis lies or to which the pivot axis is parallel. In a direction perpendicular to the pivot axis, the flap may have an extension corresponding to a typical distance to an adjacent transport container. Such a distance can be predetermined, for example, by two railway flat cars, on which the two transport containers are placed and which have a uniform, for example standardized, clutch spacing. The distance may therefore be a typical or standardized distance between two transport containers in a transport arrangement. The flap can also have an extension that corresponds to half the distance. The extent can also be between half the distance and the entire distance, for example between 50% and 60%, more than 60% or more than 75% of the distance.

Thus, the transport container according to the invention overcomes the prejudice of the expert that aerodynamic elements that are attached to the transport container itself, always should be dismantled. The flaps form in the active operating position Strömungsleit- and bridging elements, so fulfill the function of aerodynamic elements. In order for a compact stacking, baying and loading of the transport container is possible, the flaps must be dismantled as aerodynamic elements but not consuming. They can be easily pivoted into the inactive operating position and form in this, since they do not protrude over an ordinary outline, such as the usual cuboid shape of the transport container, no obstacles for a compact stacking, stringing and loading. The transport container is just as easy to handle with the flaps in the inactive operating position as an ordinary transport container without aerodynamic elements. On the other hand, aerodynamic elements do not need to be laboriously assembled when needed, but the flaps need only be (re) brought to the active operating position.

In one embodiment of the invention, a pivoting angle between the inactive operating position and the active operating position is 170 ° to 190 °, in particular 175 ° and 185 °, 173 ° to 187 ° or 179 ° to 181 °.

In a further embodiment of the invention, the transport container has two end faces and an upper edge and two side edges which adjoin one of the two end faces. This may for example be the case when the transport container is cuboid. On both side edges and the top edge one flap is arranged in each case. In this way, a flap system is formed on the one end face with the three flaps. Preferably, the three flaps, both in the inactive operating position and in the active operating position, form outer surfaces of approximately one cuboid. In the inactive operating position, the transport container is then arranged between these outer surfaces of the cuboid formed by the flaps, while in the active operating position the outer surfaces of the cuboid formed by the flaps can bound or close a gap between adjacent transport containers laterally and upwardly. In this way, the three flaps cooperate so that by limiting or closing the gap, an aerodynamically favorable connection between the adjacent transport containers is achieved. If no transport container is adjacent, then the flaps of the flap system may define a rearwardly or forwardly open interior space behind or in front of the transport container. Particularly when the interior space is behind the transport container, a dead water area behind the transport container is aerodynamically advantageously influenced in terms of flow.

In one embodiment of the invention, the transport container on two end faces, each with a flap system. In this case, the flap systems can be formed on the two facing end faces in the same way. But both flap systems can also have different properties. For example, the pivoting movements of the flaps of the two flap systems can be triggered in the same or different ways. Also, for example, the inactive operating positions of the flaps of the two flap systems can differ from each other. Two transport containers, each with flap systems at its two end faces can in this way with their flap systems together limit or complete the gap formed between them. An extension of the flaps in a direction orthogonal to the pivot axis may in this case be smaller than a distance between the transport containers, which defines the gap. In particular, the extension between the distance and half the distance can be. Such a common limiting or completing is basically also possible between two transport containers, each of which has only one flap system on one end face. However, if they each have a flap system on both faces, then the flap systems can limit or close the gap when the shipping containers are arranged side by side in any orientation. A juxtaposition of the transport container is so much easier.

There are many possibilities for bringing about the pivoting of the flap from the inactive operating position into the active operating position (and / or vice versa). So this can be done for example by an electric motor or a hand crank. Preferably, the effect of causing the pivoting of the flap is movement-controlled with the settling of the transport container on a base or an actuating pin.

In one embodiment of the invention, the transport container on a pivoting mechanism for pivoting the flap of the inactive operating position in the active operating position. The pivoting mechanism in this case has an actuating element, which is movably guided with a vertical movement component and can be actuated by placing the transport container as a result of the dead weight of the transport container. For example, the actuator can be operated with the vertical movement component by the transport container is placed on an actuating pin. This actuating pin can then engage, for example, in a recess of the transport container and actuate the actuating element. In this way, a Handling of the transport container against a manual pivoting of the flap once again relieved. When placing the transport container in an environment in which an aerodynamic element is necessary, no additional handle must be performed. The transport container is placed only in the usual way, whereby automatically an aerodynamic element is activated by at least one flap is pivoted to the active operating position. For example, a loading of the transport container can thus be carried out without changing an ordinary procedure for loading ordinary transport containers without aerodynamic elements.

The actuating pin may be a trunnion, as it is usually on a railway flatcar. The actuating pin can also be a special and deviating from the usual support pin formed actuating pin. The actuating element can then be designed so that it is actuated only by the specially shaped actuating pin, but not by a trunnion. This advantageously allows the flap to be pivoted only when desired, but not during any placement of the shipping container on trunnions. For example, so the flap can be left in the inactive operating position when the transport container is placed on a storage yard or on a ship on trunnions. It can also be controlled selectively, which is to be pivoted by several flaps of a transport container in the active operating position. For example, it may be provided that in a transport container with flap systems at its two end faces only the flaps of a front flap system are pivoted into the active operating position when the transport container is placed on a railway flat car. The railway flat car can then be provided on its front side with trunnions and on its rear side with actuating pins.

The actuating element comes into contact with the actuating pin, while the transport container is placed on a suitable base. Such a base may be, for example, a railway flatcar or other transport container. While the actuating pin is fixed and the transport container is placed on him, the actuating element is moved with a movement component in a direction opposite to a Aufsetzrichtung of the transport container. This component of motion is the vertical component of motion. In this case, the transport container is pressed when placed on the actuating pin with a portion of its own weight on the actuating pin, whereby the actuating element is operated with a force of gravity of the transport container opposing force. Thus, the weight of the transport container when placed on the actuating pin causes the actuation of the actuating element against the Aufsetzrichtung.

According to one embodiment of the invention, the actuating element on an actuating surface, which is set back relative to the bottom surface of the transport container. Set back means here that the actuating surface is opposite to the Aufsetzrichtung of the transport container relative to the bottom surface offset to the rear or set back. If this resetting of the actuating surface, for example, in a recess of the bottom surface of the transport container, the actuating pin enters before the contact with the actuating surface of the actuating element (and before placing the bottom surface on the base) in the recess, whereby between the recess laterally delimiting wall and the actuating pin can be an alignment, lateral guidance and / or centering.

• – eine Betätigung der Klappen nicht ohne Weiteres erfolgt, wenn der Transportcontainer auf eine Unterlage ohne Betätigungszapfen aufgesetzt wird, beispielsweise einen Hallenboden, (während dies der Fall wäre, wenn die Betätigungsfläche aus der Bodenfläche herausragen würde) oder
• – eine Betätigung der Klappen nicht ohne Weiteres erfolgt, wenn der Transportcontainer auf einen gewöhnlichen Tragzapfen oder eine etwaige Unebenheit aufgesetzt wird (während dies der Fall wäre, wenn die Betätigungsfläche aus der Bodenfläche herausragen würde oder bündig zu dieser wäre), womit erfindungsgemäß durch die Zurückversetzung auch eine Unterscheidung zwischen dem gewöhnlichen Tragzapfen einerseits und dem Betätigungszapfen andererseits erfolgen kann.

On the other hand, the recessed arrangement of the actuating surface causes

• - An actuation of the flaps is not readily done when the transport container is placed on a base without actuating pin, for example, a hall floor (while this would be the case if the actuating surface would protrude from the bottom surface) or
• - Actuation of the flaps is not readily done when the transport container is placed on a standard trunnions or any unevenness (while this would be the case if the actuating surface would protrude from the bottom surface or would be flush with this), which according to the invention by the Rückversetzung a distinction between the ordinary support pin on the one hand and the actuating pin on the other hand can be done.

In one embodiment of the invention, a transmission is arranged between the actuating element and the flap, with which the vertical movement component of the actuating element is converted into a rotational movement with which the flap is pivoted about the pivot axis. By using the transmission can be effected by placing the transport container, the pivoting of the flap. On the interpretation of the transmission, in particular the translation can be influenced on the speed of pivoting the flaps, the forces acting, the pivot angle of the flap and the required length of the actuating pin at a given pivot angle of the flap. The transmission can in any way, u. U. be formed with multiple gear stages, as long as this can convert a vertical component of motion into a rotational movement.

• a) Gemäß einer ersten Variante ist die vertikal orientierte Spindel mit dem Betätigungselement gekoppelt oder die Spindel bildet selbst das Betätigungselement aus. Die Spindel ist dabei translatorisch in vertikaler Richtung gegenüber dem Transportcontainer geführt, aber an einer Verdrehung um ihre Längsachse gehindert. Hingegen ist die Spindelmutter axial in vertikaler Richtung fixiert, aber um die Längsachse der Spindel verdrehbar gegenüber dem Transportcontainer gelagert. Die Drehbewegung der Spindelmutter infolge einer translatorischen Bewegung der Spindel wird übertragen auf die Klappe, was vorzugsweise durch unmittelbare Befestigung der Klappe an der Spindelmutter erfolgt.
• b) Gemäß einer zweiten Variante ist die Spindelmutter sowohl hinsichtlich einer Rotation als auch hinsichtlich einer axialen Bewegung an dem Transportcontainer fixiert. Für diese Variante ist die Spindel sowohl translatorisch in vertikaler Richtung bewegbar als auch rotatorisch um die Längsachse verdrehbar an dem Transportcontainer gelagert. Die Betätigung des Betätigungselements, welches auch hier unmittelbar von der Spindel ausgebildet sein kann, führt zur translatorischen Bewegung der Spindel, welche infolge der Wechselwirkung mit der fixierten Spindelmutter überlagert wird mit einer Rotationsbewegung der Spindel, welche auf die Klappe übertragen wird. Vorzugsweise ist die Klappe unmittelbar an der Spindel befestigt.

In one embodiment of the invention, this transmission is a spindle drive with a spindle and a spindle nut. By placing the transport container, the spindle receives the vertical movement component. Due to the interaction between spindle and spindle nut, the vertical component of movement is converted into the rotational movement for the pivoting of the flap. For the integration of the spindle drive, there are different possibilities, with both the longitudinal axis of the spindle and the threaded axis of the spindle nut are oriented vertically for the following variants:

• a) According to a first variant, the vertically oriented spindle is coupled to the actuating element or the spindle itself forms the actuating element. The spindle is translationally guided in the vertical direction relative to the transport container, but prevented from rotating about its longitudinal axis. By contrast, the spindle nut is axially fixed in the vertical direction, but mounted rotatable about the longitudinal axis of the spindle relative to the transport container. The rotational movement of the spindle nut due to a translational movement of the spindle is transmitted to the flap, which is preferably done by direct attachment of the flap to the spindle nut.
• b) According to a second variant, the spindle nut is fixed both with respect to a rotation and with respect to an axial movement of the transport container. For this variant, the spindle is both translationally movable in the vertical direction and rotatably mounted rotatably about the longitudinal axis of the transport container. The operation of the actuating element, which may also be formed directly from the spindle here, leads to the translational movement of the spindle, which is superimposed due to the interaction with the fixed spindle nut with a rotational movement of the spindle, which is transmitted to the flap. Preferably, the flap is attached directly to the spindle.

A spindle drive is particularly advantageous as a transmission because it has a particularly large translation. The vertical movement component corresponds to at most a vertical movement distance of the transport container along the trunnion or actuating pin when placed, d. H. a height of the trunnion or actuating pin. In typical trunnions and appropriately adapted actuating pin this is about 10 cm. This vertical component of motion must be converted into a rotational movement of approximately 180 °. In a spindle drive, this ratio can be adjusted precisely via a pitch of the gearbox and can be set very large by a small pitch, so that even with a vertical component of motion of a few centimeters pivoting angle of more than 180 ° can be made possible. The spindle nut is arranged on the outer edge of the transport container. It is also possible that a plurality of spindle nuts are arranged on the outer edge of the transport container, which can result in improved leadership and power transmission. For example, the spindle nut or the spindle nuts can be formed integrally with an edge element of the transport container.

The spindle drive may be any suitable spindle drive. Particularly advantageous is the use of a roller screw as a spindle drive. Such a roller screw has a particularly low friction between the spindle and the spindle nut, so that the actuation of the actuating element with a particularly low resistance is possible. For example, when using a roller screw the actuating element can already be actuated and thus the pivot mechanism are triggered when the transport container has only a small weight, for example because it is empty.

According to one embodiment of the invention, the pivoting mechanism has a reset element for resetting the flap, whose energy level is higher in the active operating position than in the inactive operating position. Such a return element may for example be a spring (in particular a compression spring or a spiral spring) or contain a spring. By placing the transport container and thereby pivoting the flap from the inactive operating position to the active operating position, the energy level of the return element is increased. For the actuation of the actuating pin and thus the pivoting of the at least one flap from the inactive operating position to the active operating position, the potential energy of the transport container or as actuating force a component of the weight of the transport container is used as an energy reservoir. At the same time the energy level of the restoring element is increased with the placement of the transport container, in particular the spring (further) tensioned. If the transport container is resting on the base, the energy in the return element or the tension of the spring remains intact. With the lifting of the transport container then the pivoting of the flap from the active operating position to the inactive operating position by the restoring element, in particular the spring done. Thus, in addition to the manual Swiveling from the inactive to the active operating position also means manual swiveling from the active to the inactive operating position. Thus, there is no need for any manual pivoting during, for example, a loading operation, regardless of where (eg, railroad flatcar) to where (eg, ship) the loading is being made, and the loading can be done without any change from known ones Procedures for ordinary transport containers would be necessary without aerodynamic elements.

The pivotal movement of two or all three flaps of a flap system may be coupled together. But it is also possible that the flaps are independently pivotable. In one embodiment of the invention, a transmission mechanism is provided in the flap system, with which a movement of the actuating element, the transmission or the flap is transmitted to the flap pivotably mounted on the upper edge. In this case, the flap can be pivoted either about the upper edge or about an axis parallel to the upper edge. In this case, the pivoting mechanism first acts on one of the flaps mounted on one of the side edges, or on both flaps mounted on the side edges, a pivoting mechanism acts in each case. By placing the transport container so initially only the flap on the side edge or both flaps are operated on the side edges. The flap itself, the actuator, the gearbox or another element of the pivoting mechanism is directly or indirectly coupled with the flap pivotally mounted on the upper edge, that with the actuation of the actuating element and thus the pivoting of the flap mounted on the side wall and the the upper edge mounted flap is pivoted. The pivoting can be done simultaneously or with a time delay. In this way, the pivoting is simplified in a particularly advantageous manner. With the placement of the transport container several or all flaps of the flap system are simultaneously or briefly successively pivoted so that no manual pivoting is necessary and in particular does not need to be matched, which is the flap of the flap system manually pivoted as the first to a possibly advantageous arrangement of the flaps to reach or for example to avoid collisions of two flaps.

The transmission mechanism can be designed as desired. In one embodiment of the invention, the transmission mechanism is an angle gear having a first gear rotatably supported about a vertical axis and a second gear rotatably supported about a horizontal axis. In this case, for example, both gears may be bevel gears or a gear may be a crown gear and the other gear is a cylinder or pinion. The gears engage each other so that rotation about the vertical axis is translated into rotation about the horizontal axis. In this case, the first gear, for example, when a spindle drive is used as a gear, be coupled to the spindle or the spindle nut, which performs the rotational movement about the vertical axis. The second gear may then be coupled to a second spindle or shaft capable of rotating about the horizontal axis. Directly or indirectly on the spindle or shaft, the flap can then be arranged, which is pivotable about the pivot axis parallel to the upper edge. The pivot axis parallel to the upper edge is identical to or parallel to the horizontal axis, while the vertical axis is identical to or parallel to the pivot axis parallel to the side edge.

The transmission mechanism may be formed in another embodiment of the invention with a rack and pinion drive having a rack, which is coupled to the actuating element and displaceable along the vertical axis, and having a gear which is rotatably mounted about a horizontal axis. For example, when the pivoting mechanism is formed with a spindle drive, the rack may be the spindle or coupled to the spindle. The rack engages the gear so that its movement along the vertical axis, which is triggered by the movement of the actuator in the direction of the vertical axis, is translated into rotation about the horizontal axis. In the same manner as described above, the gear may be coupled to a horizontal spindle or shaft which is rotated about the horizontal axis. The flap can be arranged directly or indirectly on the spindle or shaft.

There are also other embodiments conceivable in which with an angular gear, the vertical component of movement of the actuating element is directly or indirectly implemented in a rotational movement of a shaft which is arranged directly or indirectly on the flap.

In one embodiment of the invention, the movement of the flap arranged at the upper edge is coupled to the movement of the flap arranged on the side edge only on its one side via the transmission mechanism. The movement of the flap arranged on the upper edge is then not coupled with the movement of the flap arranged on the other side edge. In principle, it is conceivable that arranged on the upper edge flap on both sides via a transmission mechanism with the Movement of the arranged on the side edges flaps is coupled. However, this can lead to the fact that, if the transport container is not just placed, it does not come into contact with the actuating pin on both side edges at the same time and the pivoting mechanism is not triggered simultaneously on both side edges. This can then lead to the transmission mechanisms being activated at different times on both sides of the flap arranged on the upper edge and resulting in different pivoting angles on both sides, which lead to undesired stresses within the components arranged in the force flow, for example to a high load on the Spindle or shaft and / or the flap, would lead. In extreme cases, this can lead to the components being deformed or even breaking. It is therefore advantageous if the flap pivotable about the upper edge is mounted on its one side only pivotable without coupling with a transmission mechanism on this side and is driven only on its other side via the transmission mechanism. Even if the transport container is not placed straight, the flap is pivoted in this case, without causing the problems explained. The flap pivotable about the upper edge can be coupled on its one or the other side via the transmission mechanism.

In a further embodiment of the invention, the actuating element is designed so that the actuating pin can only come into operative connection with the actuating element when the actuating pin has a shape deviating from ordinary trunnions. The places where transport containers come in contact with other transport containers or their other environment, in particular their corners, are often uniform. In particular, this is the case because shipping containers often meet an ISO standard for sea freight transport containers. These have in particular standardized corner elements ("corner fittings" or "corner casings"). Consequently, the trunnions to which the transport containers are normally placed, standardized. Similar trunnions or trunnions are also used when shipping containers are stacked and secured together. It may be desirable that the pivoting mechanism is triggered only when the transport container is placed on a certain surface, such as a railway flat car, but not on other surfaces, such as when parking at a loading station. This effect can be achieved by the actuator is provided so that it is not actuated when placed on a standard, in particular the ISO standard for sea freight transport container sufficient trunnions. For example, can be provided on the actuating element recesses into which the support pin engages without the actuating element is actuated by the support pin. An actuating pin, however, may be provided so that it does not engage in these recesses, but enters into operative connection with the actuating element. It is also possible, for example, to provide spring-loaded elements which are actuated by a common support pin but not by an actuation pin and which, when actuated by the support pin, bring the actuation element out of the reach of the support pin. Other mechanisms are conceivable with which the actuating element is designed and arranged so that it can not interact with a conventional trunnion in operative connection.

• – Insbesondere durch den Einsatz des Federelements kann die Verschwenkbewegung der Klappe oder Klappen verlangsamt werden. Dies kann unter anderem deswegen vorteilhaft sein, weil eine langsamere Verschwenkbewegung einen geringeren Luftwiderstand bietet. Eine langsamere Verschwenkbewegung ist für Menschen und Tiere u. U. besser einzuschätzen und führt zu geringeren oder keinen Verletzungen gegenüber einer schnelleren Verschwenkbewegung, falls die Klappe auf ein Tier oder einen Menschen trifft, so dass insgesamt die Unfallgefahr durch die Verschwenkbewegung der Klappe durch eine Verlangsamung der Verschwenkbewegung verringert werden kann.
• – Ein Verlangsamen der Verschwenkbewegung kann auch deswegen notwendig sein, weil der Transportcontainer mit einem hohen Eigengewicht auf die Betätigungszapfen aufgesetzt wird. Eine Höhe von üblichen Tragzapfen und damit auch eine geeignete Höhe für erfindungsgemäße Betätigungszapfen beträgt etwa 10 cm, so dass der gesamte Weg, der zu der Verschwenkbewegung führt, innerhalb sehr kurzer Zeit zurückgelegt wird. Die Verschwenkbewegung ohne ein zwischen Betätigungselement und Klappe angeordnetes Federelement endet, sobald der Transportcontainer auf den Betätigungszapfen aufsteht (ohne beispielsweise durch einen Kran gehalten zu sein), und findet somit innerhalb sehr kurzer Zeit statt. Dies führt u. U. zu einer unerwünscht schnellen Verschwenkbewegung der Klappe und den geschilderten Gefahren.
• – Angesichts der großen Übersetzung der Bewegung des Betätigungselements zu der Bewegung der Klappe führen bereits kleine Abweichungen wie etwa Fertigungstoleranzen, Abweichungen in der Höhe der Betätigungszapfen oder ein wie beschrieben nicht exakt gerades Aufsetzen des Transportcontainers auf den Betätigungszapfen oder einen Untergrund zu großen Abweichungen des Schwenkwinkels, die die Funktion des Klappensystems beeinträchtigen können. Bei Einsatz des Federelements kann der Verschwenkmechanismus so ausgelegt werden, dass ein erreichbarer Schwenkwinkel größer ist als der gewünschte Schwenkwinkel. Mit Erreichen des gewünschten Schwenkwinkels (aber vor Beendigung der Bewegung des Betätigungselements) kann dann die weitere Verschwenkung der Klappe durch einen Anschlag (beispielsweise des Klappensystems selbst oder eines benachbarten Transportcontainers) blockiert werden, womit dann exakt die aktive Betriebsstellung vorgegeben werden kann. Die aktive Betriebsstellung ist somit unabhängig von den vorgenannten Abweichungen. Ein verbleibender Restweg des Betätigungselements führt dann nur noch zu einer Vergrößerung der Beaufschlagung des Federelements, wobei dann der Restweg von den genannten Abweichungen abhängig ist.
• – Weiterhin ist es möglich, dass einander benachbarte Transportcontainer voneinander abweichende Geometrien haben. Beispielsweise können mehrere quaderförmige Transportcontainer unterschiedliche Maße aufweisen. Wenn durch das Federelement und/oder das lastbegrenzte Übertragungselement die Bewegung der Klappe von der Bewegung des Betätigungselements abgekoppelt werden kann, wenn dies gewünscht ist, kann die Klappe oder das Klappensystem bei Erreichen eines gewünschten Schwenkwinkels blockiert werden, so dass beispielsweise eine Klappe eines ersten Transportcontainers an einer Außenwand eines zweiten Transportcontainers zur Anlage gebracht werden kann. Wenn der gewünschte Schwenkwinkel nicht vorgegeben wird, sondern das Federelement und/oder das lastbegrenzte Übertragungselement so eingestellt sind, dass das Verschwenken beispielsweise dann begrenzt wird, wenn die Klappe auf ein Hindernis trifft, kann die Klappe oder das Klappensystem so flexibel auf verschiedene Geometrien von Transportcontainern eingestellt werden.
• – Ein weiterer Vorteil ist es, dass, wenn mehrere Transportcontainer auf hintereinander gekoppelten Eisenbahn-Flachwagen oder anderen gegeneinander beweglichen Transportelementen wie beispielsweise Nutzfahrzeug-Anhängern, angeordnet sind, die Klappe oder das Klappensystem bei Einsatz des Federelements und/oder des lastbegrenzten Übertragungselements gegenüber Relativbewegungen der Transportcontainer gegeneinander flexibel sind. Beispielsweise kann bei einer Kurvenfahrt eine Klappe, die sich auf der radial innenliegenden Seite des Transportcontainers befindet und an der Seitenkante angeordnet ist, der Seitenwand in einem Winkel von weniger als 180° annähern, während sich die gegenüberliegende Klappe, die an der gegenüberliegenden Seitenkante angeordnet ist, von der gegenüberliegenden Seitenwand zu einem Winkel von mehr als 180° entfernt. Wenn die Kurvenfahrt beendet ist, können sich die Klappen automatisch wieder einer geradlinigen Ausrichtung der Transportcontainer anpassen.
• – Es ist auch ein Vorteil eines Federelements und/oder eines lastbegrenzten Übertragungselements, dass die Klappen in dieser Weise eine Elastizität gegenüber Kollisionen bei der Verschwenkbewegung erhalten. Dies ist von Vorteil, wenn während der Verschwenkbewegung die Klappe auf ein Hindernis trifft. Wenn die Verschwenkbewegung direkt mit der vertikalen Bewegungskomponente des Betätigungselements und damit mit dem Aufsetzen des Transportcontainers gekoppelt ist, so wird die Verschwenkbewegung aufgrund des hohen Eigengewichts des Transportcontainers mit großer Kraft und Schnelligkeit ausgeführt. Wenn die Klappe während ihrer Verschwenkbewegung auf ein Hindernis trifft, so besteht somit die Gefahr, dass das Hindernis beschädigt oder sogar zerstört wird. Wenn das Hindernis kein Gegenstand, sondern ein Tier oder ein Mensch ist, so besteht insbesondere die Gefahr, dass das Tier oder der Mensch verletzt wird. Wenn jedoch die Möglichkeit besteht, durch das Federelement und/oder das lastbegrenzte Übertragungselement die Verschwenkbewegung der Klappe kurzfristig von der vertikalen Bewegungskomponente des Betätigungselements zu entkoppeln, so kann die Klappe bei einer Kollision in der Kollisionsposition stehen bleiben und folgt nicht weiter ihrer Verschwenkbewegung. Die Gefahr von Beschädigungen oder Verletzungen wird somit verringert.

In one embodiment, a spring element is arranged in the force flow between the actuating element and the flap. Alternatively or additionally, a load-limited transmission element can be arranged between the actuating element and the flap. A load-limited transmission element may in particular be a slip clutch. The arrangement of a spring element and / or a load-limited transmission element between actuator and flap can lead to a number of advantages, which may occur alternatively or cumulatively:

• - In particular, by the use of the spring element, the pivoting movement of the flap or flaps can be slowed down. This may be advantageous, inter alia, because a slower pivoting motion offers less air resistance. A slower pivoting movement is for people and animals u. U. better and leads to less or no injury to a faster pivoting movement, if the flap meets an animal or a human, so that the overall risk of accidents can be reduced by the pivoting movement of the flap by slowing down the pivoting movement.
• - A slowing down the pivoting movement may also be necessary because the transport container is placed with a high weight on the actuating pin. A height of conventional trunnions and thus also a suitable height for actuating pin according to the invention is about 10 cm, so that the entire path leading to the pivoting movement is covered within a very short time. The pivoting movement without a spring element arranged between the actuating element and the flap ends as soon as the transport container rests on the actuating pin (without being held by a crane, for example), and thus finds itself within a very short time instead of. This leads u. U. to an undesirable fast pivoting movement of the flap and the dangers described.
• - Given the large translation of the movement of the actuator to the movement of the flap even small deviations such as manufacturing tolerances, deviations in the height of the actuating pin or as described not exactly straight placing the transport container on the actuating pin or a substrate to large deviations of the pivot angle, which may affect the function of the flap system. When using the spring element of the pivoting mechanism can be designed so that an achievable swing angle is greater than the desired tilt angle. Upon reaching the desired pivot angle (but before completion of the movement of the actuator) then the further pivoting of the flap by a stop (for example, the flap system itself or an adjacent transport container) can be blocked, which then exactly the active operating position can be specified. The active operating position is thus independent of the aforementioned deviations. A remaining path of the actuating element then only leads to an increase in the loading of the spring element, in which case the residual path is dependent on the aforementioned deviations.
• - Furthermore, it is possible that adjacent transport containers have divergent geometries. For example, a plurality of cuboid transport containers may have different dimensions. If, by the spring element and / or the load-limited transmission element, the movement of the flap can be decoupled from the movement of the actuating element, if desired, the flap or the flap system can be blocked upon reaching a desired pivot angle, so that, for example, a flap of a first transport container can be brought to bear on an outer wall of a second transport container. If the desired pivot angle is not specified, but the spring element and / or the load-limited transmission element are set so that the pivoting is limited, for example, when the flap encounters an obstacle, the flap or the flap system can be so flexible to different geometries of transport containers be set.
• - Another advantage is that, when a plurality of transport containers are arranged on successively coupled railway flatcar or other mutually movable transport elements such as commercial vehicle trailers, the flap or the flap system with relative use of the spring element and / or the load-limited transmission element relative to Transport containers are mutually flexible. For example, when cornering, a flap located on the radially inboard side of the shipping container and located at the side edge may approach the sidewall at an angle of less than 180 °, while the opposite flap disposed at the opposite side edge , away from the opposite side wall at an angle greater than 180 °. When cornering is completed, the flaps can automatically re-adjust to a straight-line orientation of the shipping containers.
• It is also an advantage of a spring element and / or a load-limited transmission element that the flaps in this way receive an elasticity against collisions during the pivoting movement. This is advantageous if the flap encounters an obstacle during the pivoting movement. If the pivoting movement is coupled directly to the vertical component of movement of the actuating element and thus with the placement of the transport container, the pivoting movement is performed due to the high weight of the transport container with great force and speed. If the flap encounters an obstacle during its pivoting movement, there is thus the danger that the obstacle will be damaged or even destroyed. If the obstacle is not an object but an animal or a human, there is a particular danger that the animal or the person will be injured. However, if there is the possibility by the spring element and / or the load-limited transmission element to temporarily decouple the pivoting movement of the flap from the vertical component of movement of the actuating element, the flap can remain in a collision in the collision position and does not follow their pivoting movement. The risk of damage or injury is thus reduced.

In one embodiment, the transport container has a securing device which secures the flap in the active operating position and / or the inactive operating position. For example, a securing device can latch or lock the flap or elements of the pivoting mechanism. For example, when the active and / or inactive operating position is reached, the flap can engage in a latching element. Such locking or otherwise activating the securing device can be done automatically when the flap reaches or enters a certain position Element of the pivoting mechanism reaches a certain position. But it may also be necessary that the securing device is operated manually, for example by a locking element manually locked, for example. A bolt closed, is. A securing device may also be formed in any other suitable manner with which the flap can be kept in the active operating position and / or the inactive operating position. For example, it can be provided that the overcoming of friction is necessary for moving the flap from the active operating position and / or the inactive operating position, so that this does not take place without further ado. An advantage of the securing device is that when a backup in the inactive operating position of the transport container can be loaded, for example, without the risk that the flap is released from the inactive operating position and is thus damaged, for example. Both in a backup in the inactive operating position as well as a backup in the active operating position, the advantage is also achieved that during movement of the transport container, a wind or a dynamic driving force can not move the flap. So it is conceivable that the airstream sums behind the flap so that the flap would be moved without a fuse. It is quite possible that an additional or alternative backup at least one intermediate position between the active operating position and the inactive operating position can be done, with intermediate positions in stages or can be continuously secured.

In one embodiment of the invention, the flap is shaped so that in the inactive operating position it follows the contour of the outer surface. This may mean, for example, that projections of the contour of the flap enter corresponding recesses of the contour of the outer surface and / or vice versa. In this case, for example, the flap may be provided with a trapezoidal profile when the transport container is provided with walls with a trapezoidal profile. In the inactive operating position, the flap of the outer surface and thus one of the walls is adjacent. In particular, the outer surface in this context may be the top surface or a side surface. The trapezoidal profile of the flap may then be the same trapezoidal profile as that of the walls so that the flap in the inactive operative position follows the trapezoidal profile. In the same way, the flap can be formed without a profile when the transport container is formed without a profile, or be formed with any profile with which the transport container is formed. This can advantageously be done in a compact arrangement of the flap and the outer surface of the transport container in the inactive operating position. In this way it is possible that transport containers according to the invention as conventional transport containers are tightly stacked and lined up and otherwise can be juxtaposed without the flaps constitute an obstacle, which also disassembly is unnecessary.

For a further solution of the object underlying the invention, a transport container of the previously described embodiment is arranged on a railway flat car, with which a railway freight wagon assembly is formed. In such a railway freight wagon assembly, the transport container can be transported in the same way as is done for conventional transport containers in rail traffic. When placing the transport container on the railway flat car or subsequently, however, the flap or the flaps of the flap system are automatically or manually pivoted into the active operating position. The flaps then advantageously improve the aerodynamic properties of the transport container. A railway freight wagon assembly according to the invention thus has a lower flow air resistance than a conventional rail freight wagon assembly. It can therefore be moved with little effort and therefore has a lower energy consumption for their movement and is thus more economical in operation.

In one embodiment of the invention, an actuating pin is arranged on the railway flat car, the length of which is selected so that the flap is pivoted into the active operating position via the pivoting mechanism when the transport container rests on the actuating pin. The fact that the transport container rests on the actuating pin, may include that the transport container rests only on the actuating pin or that the transport container rests on both the actuating pin and on a flat bed of the flatbed cart. Its weight is no longer carried by a crane, for example, but rests entirely on the actuating pin, trunnions and / or a pad. On a railway flat car, which is provided for transporting a transport container, in particular four actuating pins (in particular in the region of the corners) can be arranged. In the same way can be arranged on a railway flat car, which is intended to transport a plurality of transport containers, four times as many actuating pin as transport containers to be transported. The actuating pin need not be permanently connected to the railway flat car and not constantly in an operating position. For example, the actuation pegs may be mounted on the railway flatcar as needed, or the actuation pegs may be pivotally connected to the railroad flatcar so as to be folded down or otherwise moved to a deactivated position can, if no transport container to be placed on it or no actuation of the flap system is desired. Alternatively or in addition to actuating pin and ordinary trunnions may be arranged on the railway flat car, in particular either the actuating pin or the usual trunnions can be brought into the same active position for placing the transport container. The length of the actuating pin is chosen so that the actuating element is actuated with a vertical movement component, which is sufficient to pivot over the pivoting mechanism, the flap in the active operating position. It can also be considered in the choice of the length of the actuating pin, if the transport container, for example, a spring element and / or a load-limited transmission element, so that the flaps in this case, in principle, beyond the active operating position would be pivotable, but in the active operating position in particular can be held by a stop.

For a further solution of the problem underlying the invention, a railway freight train is formed with two rail freight car assemblies, wherein formed by a flap system on a rear end face of a front transport container and / or a flap system on a front end face of a rear transport container formed between the end faces gap in is completed at least one lateral direction and / or upwards. The rail freight car assemblies are arranged one behind the other and possibly coupled together that face the transport container of the two rail freight cars assemblies with their faces. It is possible that both opposing end faces of the transport container have a flap system. In this case, the flap system of one transport container may partially overlap the flap system of the other transport container. Between the end faces of the transport container is thus a largely cuboidal space, which is bounded on three sides by the flaps of the flap system. It is particularly advantageous if the flap system of the front transport container partially overlaps the flap system of the rear transport container, so that the flap systems overlap in the direction of a traveling wind and the airstream can not engage behind the flaps.

In the same way, the gap between the transport containers but also be enclosed by the flaps of the flap system only one transport container. The flaps of the flap system are so on the other transport container that they limit the gap. They thus rest against the outer surfaces of the other transport container. If the flap system is formed on two side edges and an upper edge of the end face of the one transport container, they thus abut against the side surfaces and the top surface of the other transport container. This concern can be with a smaller or larger overlap, for example. An overlap of less than 50% or less than 20% or 10% of the extension of the flap transverse to the pivot axis done. Conveniently, the flaps of the front transport container preferably overlap the rear transport container, since in this way in the same way as described above, a gripping behind the flaps is made difficult by the wind.

Advantageously, the rail freight train is formed by several railroad flat cars are coupled together. For the assembly of the rail freight train, starting from the back to the front, the transport containers are placed on the railway flat cars, starting with the rearmost one after the other, thus forming the rail freight car assemblies. In this way, the flaps put in the manner described above in such an advantageous manner to each other or to the subsequent transport container, that a gripping behind the flaps is made difficult by the wind. The rail freight train can also be formed in other ways by the transport containers are placed in a different order on the railway flat car or by rail freight car assemblies are coupled together.

It is possible, if the rail freight train is formed with more than two rail freight car assemblies, that a conclusion of the gaps between different rail freight car assemblies takes place in different ways. It is also not necessary that all spaces between transport containers are completed within a railway freight train. In particular, it is also possible for a transport container arranged behind a locomotive to have a flap system on its front end face, the flaps of which overlap the locomotive in the active operating position. But it is also possible that this front transport container has no flaps or flaps only on one side, or that no flaps or only flaps are placed on an end face in the active operating position. In particular, this can be achieved by no actuating pins are arranged in the front region on the railway flat car on which the front transport container, so that actuation of the pivoting mechanism takes place only for the rear end face of the transport container. The actuating pin for the front part of the railway flat car can be replaced by conventional trunnions.

In one embodiment of the invention, in the active operating position, the flap system protrudes freely beyond the rear end face of the transport container and limits at least one lateral direction and / or upward to an interior space which is open to the rear. Such a protruding flap system can be used on any railway freight wagon assembly of the rail freight train. Preferably, however, such an outstanding flap system is used only on the rearmost rail freight wagon assembly of the rail freight train. The interior, which is open to the rear, then forms the end of the rail freight train at the same time. A protruding the flap system and limiting an open-back interior is aerodynamically more advantageous than an end of the railway freight train with the rear end wall of the transport container without an outstanding flap system. Such training is u. U. also advantageous because the railway flat car of the rearmost rail freight car assembly at least in terms of the actuating pin can be designed as well as the railway flat car of the other railway freight car assemblies. Thus, the aerodynamics of the rail freight train can be improved without any additional effort in mounting and coupling the rail freight train would be necessary and by this effort compared to a special training of the rearmost rail freight car assembly is even reduced.

Advantageous developments of the invention will become apparent from the claims, the description and the drawings. The advantages of features and of combinations of several features mentioned in the description are merely exemplary and can take effect alternatively or cumulatively, without the advantages having to be achieved by embodiments according to the invention. Without thereby altering the subject matter of the appended claims, as regards the disclosure of the original application documents and the patent, further features can be found in the drawings, in particular the illustrated geometries and the relative dimensions of several components and their relative arrangement and operative connection. The combination of features of different embodiments of the invention or of features of different claims is also possible deviating from the chosen relationships of the claims and is hereby stimulated. This also applies to those features which are shown in separate drawings or are mentioned in their description. These features can also be combined with features of different claims. Likewise, in the claims listed features for further embodiments of the invention can be omitted.

The features mentioned in the patent claims and the description are to be understood in terms of their number that exactly this number or a greater number than the said number is present, without requiring an explicit use of the adverb "at least". So if, for example, a flap is mentioned, this is to be understood that exactly one flap, two flaps or more flaps are present. These features may be supplemented by other features or be the only characteristics that make up the product in question.

The reference numerals contained in the claims do not limit the scope of the objects protected by the claims. They are for the sole purpose of making the claims easier to understand.

BRIEF DESCRIPTION OF THE FIGURES

In the following the invention will be further explained and described with reference to preferred embodiments shown in the figures.

1 shows a transport container according to the invention and a railway freight wagon assembly according to the invention in a spatial representation with a view obliquely from above.

2 shows a part of a flap system in a directed to an end face of a transport container according to the invention frontal view.

3 shows a detail of a transport container according to the invention and a railway flat car according to 1 ,

4 shows a highly schematic detail of a pivoting mechanism of the flap system after 2 ,

5 shows a railway freight train according to the invention with two inventive train carriage assemblies with transport containers according to the invention in a spatial view obliquely from above.

6 shows a railway carriage assembly according to the invention with a transport container according to the invention in a spatial view obliquely from above.

DESCRIPTION OF THE FIGURES

In the following, capital letters in reference number two differentiate similar elements in corresponding overall assemblies. For example, between a first rail freight car assembly 9A with a first transport container 1A and a second rail freight car assembly 9B with a second transport container 1B distinguished. Lowercase letters, on the other hand, distinguish individual elements that correspond within a complete assembly. For example, a transport container 1 on its one end face 3 two side edges 5a and 5b on.

1 shows a transport container according to the invention 1 , The transport container 1 is cuboid and has two side surfaces 2 , two faces 3 and a deck area 4 as outer surfaces 102 . 103 . 104 on. At the end faces 3 has the transport container 1 two side edges each 5a . 5b and a top edge 6 as outer edges 105 . 106 on. At the in 1 shown transport container 1 are the outer surfaces 102 . 103 . 104 of the transport container 1 formed with walls with a trapezoidal profile.

At the side edges 5 and the top edge 6 the one end face 3 of the transport container here are three flaps 7 arranged, which also have a trapezoidal profile. The flaps 7 may be unreinforced in the manner shown. The flaps 7 but can also reinforcements, such as in the form of cross struts have. You can also have a frame that holds the flaps 7 frame completely or partially.

The flaps 7 together form a flap system 12 , The flaps 7 are shown in an intermediate position between an inactive operating position and an active operating position.

The transport container 1 is on a railroad flatcar 8A placed. With the railway flatcar 8A and the transport container 1 is a rail freight car assembly 9 educated. At the railway flatcar 8A is another railway flat car 8B coupled.

The railway flatcar 8A . 8B have actuating pin 24 on, with the actuating pin 24 of the railway flat car 8A are hidden because the transport container 1 put on her. The actuating pins 24 are according to 1 near the corners of each railroad flatcar 8A . 8B arranged.

With the railway flatcar 8B and the rail freight car assembly 9 is a rail freight train 11 educated. 1 shows only a part of the rail freight train 11 , which is still another railway flatcar 8th and rail freight cars assemblies 9 can have.

2 shows a part of the flap system 12 , It shows the flap 7b on one side edge 5b and the flap 7c at the top edge 6 , Not shown is the flap 7a on the second side edge 5a , Also not shown are the outer surfaces 102 . 103 . 104 of the transport container 1 , From the transport container 1 only such elements are shown along the outer edges 105 . 106 are arranged.

The transport container 1 has lower corner elements 13 and upper corner elements 17 on. The lower corner elements 13 are suitably arranged and designed on actuating pin 24 to be set up. The actuating pin engages 24 in the corner element 13 one. The actuating pin 24 actuated by the intervention in the corner element 13 an actuator 14 , this in 2 as a spindle 15 a spindle drive 21 is shown. The spindle drive 21 can in two ways a gearbox 35 form, which converts the vertical component of motion into a rotational movement: According to the first possibility is the spindle 15 so at the door 7 arranged that during a rotational movement of the spindle 15 the flap 7 is pivoted. The spindle 15 is doing in a spindle nut 16 led, firmly on the side edge 5 is arranged, and in this way a pivot bearing 10 educated. In this way, a vertical component of movement of the actuating element 14 in a rotation of the spindle 15 and thus a pivoting of the flap 7 around a pivot axis 30a , b converted. Also according to the second possibility forms the spindle 15 the actuator 14 off, which is operated with the vertical motion component. The spindle 15 but is fixed against rotation, for example by a suitable guide on the side edge 5 , In contrast, the spindle nut 16 that the pivot bearing 10 forms, so at the flap 7 arranged that they face the spindle 15 is not displaceable in the direction of the vertical movement component, but is rotatable relative to the side edge. The vertical component of movement of the spindle 15 is thus converted into a rotational movement of the spindle nut 16 around the pivot axis 30a , b and thus a pivoting of the flap 7 , In both ways is with the gearbox 35 and thus with the spindle drive 21 a pivoting mechanism 22 educated.

In the upper corner element 17 is a transmission mechanism 23 educated. With the transmission mechanism 23 which may, for example, have two intermeshing gears, such as two bevel gears or a crown wheel and a cylindrical gear or pinion, becomes the vertical one Movement component of the actuating element 14 directly or indirectly or the rotational movement of the spindle 15 in a rotational movement of a shaft 19 transformed. At the wave 19 is the flap 7c arranged so that it is pivoted when the shaft 19 performs the rotational movement. The wave 19 is doing in a pivot bearing 10 opposite the top edge 6 stored in a fastener 18 is formed, and rotates about a horizontal pivot axis 30c that's here in the top 6 lies. The rotational movement of the spindle 15 on the other hand, it is about the vertical pivot axis 30a , b, which is here in the side edge 5 is arranged.

In 2 is shown that the wave 19 is formed divided. At the same time the wave becomes 19 each on one side of the transmission mechanism 23 and thus by the actuator 14 driven. This drives the two shaft parts 19a , b of the shaft 19 each independently by the action of the actuating pin 24 on one of the side edges 5a , b. This also means that the rotation of the shaft parts 19a , b around the horizontal pivot axis 30c independent of each other. In this way, the flap 7 at the shaft parts 19a , b is arranged to be twisted in itself. It is therefore also possible that a single, then continuous wave 19 only on one side by the transmission mechanism 23 is driven while the other side of the shaft 19 in the second upper corner element 17 or the pivot bearing 10 is only rotatably mounted or that only one of the two shaft parts 19a , b through the transmission mechanism 23 is driven while the other of the two shaft parts 19a , b in the second upper corner element 17 is rotatably mounted.

Furthermore, a reset element 20 shown on the shaft here 19 is arranged. The reset element 20 is achieved by operating the actuator 14 through the actuating pin 24 and the resulting pivoting of the flaps 7 the flap system 12 brought to a higher energy level. 2 shows a spring as a return element 20 , which by the actuation of the actuating element 14 through the actuating pin 24 compressed and thus stretched. Will the transport container 1 from the actuating pin 24 lifted, so the voltage of the return element is reduced 20 , Thus, the return element 20 go back to its lower energy level. The reset element 20 is arranged so that there is the pivoting mechanism 22 , over the wave here 19 and the transmission mechanism 23 , so applied, that the pivoting of the flaps 7 is reversed from the inactive operating position to the active operating position and the flaps 7 be pivoted from the active operating position to the inactive operating position. The reset element 20 may also be arranged alternatively or cumulatively at any other location. In particular, the return element 20 also in the area of the side edge 5 be arranged.

3 shows a rear right corner or front left corner of a railroad flatcar 8th , On the railway flatcar 8th is an actuating pin 24 arranged. The actuating pin 24 is here as an ordinary trunnion 25 shown schematically. But it is quite possible that the actuating pin 24 has a special shape that of a trunnion 25 deviates, so only with the actuating pin 24 but not with a trunnion 25 the pivoting mechanism 22 of the transport container 1 is triggered.

Above the actuating pin 24 is a part of the transport container 1 shown. Not shown here is the transport container 1 , Shown is only a corner element 13 with the side edge 5b forming elements, namely in particular the spindle 15 and the spindle nut 16 that the spindle drive 21 and thus the transmission 35 and a part of the pivoting mechanism 22 form. Also shown is the flap 7b , Shown is a moment either just before the transport container 1 , in particular the corner element 13 , on the actuating pin 24 is put on or shortly after the transport container 1 , in particular the corner element 13 , from the actuating pin 24 was lifted off. The flap 7b goes through an intermediate position between the inactive operating position and the active operating position when the transport container 1 is just before touchdown or from the active operating position to the inactive operating position when the transport container 1 shortly after taking off.

At the corner element 13 are several recesses 26 educated. The recesses 26 allow a connection of stacked or lined transport containers 1 , In particular, on the bottom of the corner element 13 an actuating recess 27 educated. When placing the transport container 1 on the actuating pin 24 engages the actuating pin 24 in the actuating recess 27 one. This will be the actuator 14 actuates and receives a vertical movement component. This is done by placing the transport container 1 on the actuating pin 24 the pivoting mechanism 22 actuated.

4 shows a detail of the pivoting mechanism 22 , In particular, not shown are the transport container 1 itself and the flap 7 apart from those of their elements, which are part of the pivoting mechanism 22 are or directly interact with it.

The corner element 13 will be in one direction 32 on the actuating pin 24 placed. In this case, a time is shown before the actuating pin 24 in the actuating recess 27 of the corner element 13 intervenes. When the actuating pin 24 in the actuating recess 27 engages, the actuating pin occurs 24 in operative connection with an actuating surface 36 of the actuating element 14 Here, as before, formed by the spindle 15 , A contact or actuation force is achieved by placing the transport container 1 ie the weight of the transport container 1 provided. The actuator 14 receives thereby a movement component in one direction 33 that the direction 32 is opposite.

The spindle 15 is guided in the spindle nut 16 , which thus simultaneously in the example shown, the pivot bearing 10 formed. According to the first of the two related to 2 described ways to form the spindle drive 21 and thus the transmission 35 , is the spindle nut 16 opposite the side edge 5 firmly arranged. As a result, the movement component in the direction 33 the spindle 15 converted into a rotation of the spindle 15 in a direction of rotation 34 around the pivot axis 30a , b. This in turn causes the pivoting in 4 not shown on the spindle 15 arranged flap 7 around the pivot axis 30a , b, also in the direction of rotation 34 , According to the second possibility, the spindle 15 opposite the side edge 5 slidable along one to the side edge 5 parallel axis, but guided rotation. The spindle nut 16 is on the flap, not shown 7 attached and opposite to a shift in the direction 33 stationary, but about the pivot axis 30a , b pivotable, bringing the vertical component of movement of the spindle 15 in the direction 33 is converted into a rotation of the spindle nut 16 around the pivot axis 30a , b and thus a pivoting of the flap 7 also around the swivel axis 30a , b.

5 shows two railway freight wagon assemblies 9A . 9B that became a rail freight train 11 are connected. Shown here is only a section of the railway freight train 11 , the other rail freight car assemblies 9 may include. Each of the two railway freight wagon assemblies 9A . 9B includes a railroad flatcar 8A . 8B and a transport container placed thereon 1A . 1B , The two transport containers 1A . 1B are due to the arrangement of the railway flatcar 8A . 8B to each other in a coupled state, each with an end face 3 facing each other.

At the facing end faces 3 limiting outer edges 105 . 106 are flap systems 12 arranged. The flap systems 12 are in 5 each with the flaps 7 shown in their active operating position. It can be seen that the dimensions of the flaps 7 each chosen so that the flaps 7A the flap system 12A and the flaps 7B the flap system 12B overlap or at least reach each other when the flaps 7A . 7B each in their active operating position and the transport container 1A and 1B each on coupled railway flat car 8A and 8B are arranged. In this way is from the flap systems 12A and 12B a space between the faces 3 the transport container 1A and 1B completely or almost completely enclosed.

In 5 it can be seen that the flaps 7B the flap system 12B the flaps 7A the flap system 12A overlap. This overlap is useful when the rail freight train 11 in one direction 28 emotional. In this case, a wind blows in the opposite direction 28 at the transport containers 1 and the flap systems 12 at. This means that the wind through the flaps 7B the flap system 12B over the flaps 7A the flap system 12A is derived away. The wind can so the flaps 7 do not reach behind and generate a force that holds the flaps 7 in the direction of the inactive operating position.

6 shows a railway freight wagon assembly 9 with a railroad flatcar 8th and a transport container 1 , being at the railway flat car 8th on one side no further railway flatcar 8th is coupled. The rail freight car assembly 9 So, for example, forms the last rail freight car assembly 9 in a rail freight train 11 , In the flap system 12 attached to the end face 3 limiting outer edges 105 . 106 is arranged, the flaps are 7 in the active operating position.

Advantageously, the rail freight train is moving 11 , whose part is the railway freight wagon assembly 9 is, in one direction 29 , In this way, a wind does not reach behind the flaps 7 the flap system 12 but the flaps 7 the flap system 12 form an aerodynamically advantageous conclusion of the transport container 1 , The flaps 7 limit thereby a backward open interior 31 and so reduce one behind the rail freight car assembly 9 emerging dead water area.

LIST OF REFERENCE NUMBERS

1

 Shipping containers

2

 side surface

3

 face

4

 cover surface

5

 side edge

6

 top edge

7

 flap

8th

 Railroad flatcar

9

 Railway goods wagon assembly

10

 pivot bearing

11

 Railway freight train

12

 flap system

13

 Corner

14

 actuator

15

 spindle

16

 spindle nut

17

 Corner

18

 fastener

19

 wave

20

 Return element

21

 spindle drive

22

 pivoting

23

 transmission mechanism

24

 actuating pin

25

 supporting journal

26

 recess

27

 actuating recess

28

 direction

29

 direction

30

 swivel axis

31

 inner space

32

 direction

33

 direction

34

 direction of rotation

35

 transmission

36

 actuating surface

102

 outer surface

103

 outer surface

104

 outer surface

105

 outer edge

106

 outer edge

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• US 4458936 [0005]
• US 4741569 [0006]
• US 2010/258029 [0007]
• US 4966407 [0007]
• US 5332280 [0007]
• US 2011/056406 [0008]
• US 5465669 [0010]
• US 4756256 [0011]
• EP 0673819 A1 [0012]
• US 4746160 A [0013]

Cited non-patent literature

• Standard ISO 668: 2013 [0002]
• ISO 668: 2013 [0018]

Claims (23)

Transport container ( 1 ) with outer surfaces ( 102 . 103 . 104 ) and outer edges ( 105 . 106 ), characterized in that on an outer edge ( 105 . 106 ) a flap ( 7 ) in a pivot bearing ( 10 ) around the outer edge ( 105 . 106 ) parallel pivot axis ( 30 ) is pivotally mounted so that the flap ( 7 ) a) in an inactive operating position, one at the outer edge ( 105 . 106 ) adjacent outer surface ( 102 . 103 . 104 b) can be pivoted from the inactive operating position to an active operating position and c) in the active operating position in extension of the or an outer surface ( 102 . 103 . 104 ) is arranged. Transport container ( 1 ) according to claim 1, characterized in that a pivot angle between the inactive operating position and the active operating position is 170 ° to 190 °. Transport container ( 1 ) according to one of the preceding claims, characterized in that a) the transport container ( 1 ) aa) two end faces ( 3 ) as well as ab) an upper edge ( 6 ) and two side edges ( 5 ) attached to one of the faces ( 3 ) and b) at the two side edges ( 5 ) and the top edge ( 6 ) one flap each ( 7 ), whereby a flap system ( 12 ) on one end face ( 3 ) is formed. Transport container ( 1 ) according to claim 3, characterized in that the transport container ( 1 ) two end faces ( 3 ) each with a flap system ( 12 ) having. Transport container ( 1 ) according to one of the preceding claims, characterized in that a pivoting mechanism ( 22 ) for pivoting the flap ( 7 ) is present from the inactive operating position to the active operating position, which is an actuating element ( 14 ), which is movably guided with a vertical movement component and by placing the transport container ( 1 ) as a result of the weight of the transport container ( 1 ) is operable. Transport container ( 1 ) according to claim 5, characterized in that the actuating element ( 14 ) an actuating surface ( 36 ), which are opposite a bottom surface of the transport container ( 1 ) is set back. Transport container ( 1 ) according to claim 6, characterized in that between the actuating element ( 14 ) and the flap ( 7 ) a gearbox ( 35 ) is arranged, with which the vertical movement component of the actuating element ( 14 ) is converted into a rotational movement with which the flap ( 7 ) about the pivot axis ( 30 ) is pivoted. Transport container ( 1 ) according to claim 7, characterized in that the transmission ( 35 ) a spindle drive ( 21 ) with a spindle ( 15 ) and a spindle nut ( 16 ). Transport container ( 1 ) according to claim 8, characterized in that the spindle drive ( 21 ) is a roller screw drive. Transport container ( 1 ) according to one of claims 5 to 9, characterized in that the pivoting mechanism ( 22 ) a reset element ( 20 ) for a return of the flap ( 7 ), whose energy level is higher in the active operating position than in the inactive operating position. Transport container ( 1 ) according to any one of claims 5 to 10 when appended to claim 3, characterized in that a transmission mechanism ( 23 ) is provided, with which a movement of the actuating element ( 14 ), of the transmission ( 35 ) or the flap ( 7a , b) on the upper edge ( 6 ) pivotally mounted flap ( 7c ) is transmitted. Transport container ( 1 ) according to claim 11, characterized in that the transmission mechanism ( 23 ) An angular gear is provided with a first gear which is rotatably supported about a vertical axis, and a second gear which is rotatably supported about a horizontal axis. Transport container ( 1 ) according to claim 11, characterized in that the transmission mechanism ( 23 ) a rack and pinion drive is provided with a toothed rack connected to the actuating element ( 14 ) and is slidable along the vertical axis, and a gear which is rotatably mounted about a horizontal axis. Transport container ( 1 ) according to one of claims 11 to 13, characterized in that the movement of the at the upper edge ( 6 ) arranged flap ( 7c ) on its one side via the transmission mechanism ( 23 ) with the movement of the side edge ( 5 ) arranged flap ( 7a , b) while the movement of the top edge ( 6 ) arranged flap ( 7c ) not with the movement of the other side edge ( 5 ) arranged flap ( 7b , c) is coupled. Transport container ( 1 ) according to one of claims 5 to 14, characterized in that the actuating element ( 14 ) is designed and arranged such that an actuating pin ( 24 ) only with the actuating element ( 14 ) can come into operative connection when the actuating pin ( 24 ) one of ordinary trunnions ( 25 ) has a different shape. Transport container ( 1 ) according to one of claims 5 to 15, characterized in that a spring element in the power flow between the actuating element ( 14 ) and the flap ( 7 ) is arranged. Transport container ( 1 ) according to one of claims 5 to 15, characterized in that between actuating element ( 14 ) and flap ( 7 ) a load-limited transmission element ( 23 ) is arranged. Transport container ( 1 ) according to one of the preceding claims, characterized in that the transport container ( 1 ) has a securing device, the flap ( 7 ) in the active operating position and / or the inactive operating position. Transport container ( 1 ) according to one of the preceding claims, characterized in that the flap ( 7 ) in the inactive operating position of the contour of the outer surface ( 102 . 103 . 104 ) follows. Railway freight wagon assembly ( 9 ) with a railway flatcar ( 8th ) and a transport container ( 1 ) according to any one of the preceding claims. Railway freight wagon assembly ( 9 ) according to claim 20 in reference to one of claims 5 to 19, characterized in that on the railway flatcar ( 8th ) an actuating pin ( 24 ) is arranged so that the length of the food is chosen such that via the swiveling mechanism ( 22 ) the flap ( 7 ) is pivoted into the active operating position when the transport container ( 1 ) on the actuating pin ( 24 ) gets up. Railway freight train ( 11 ) with two railway freight wagon assemblies ( 9 ) according to claim 20 or 21, characterized in that by a flap system ( 12 ) at a rear end face ( 3 ) of a front transport container ( 1 ) and / or a flap system ( 12 ) on a front end face ( 3 ) of a rear transport container ( 1 ) between the end faces ( 3 ) formed gap in at least one lateral direction and / or is closed at the top. Railway freight train ( 11 ) with a railway freight wagon assembly ( 9 ) according to claim 20 or 21, characterized in that the flap system ( 12 ) in the active operating position free from the rear end face ( 3 ) of the transport container ( 1 protrudes and defines a rearwardly open interior in at least one lateral direction and / or upwards.

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