DE3313211A1 - Low-platform wagon with loading face which can be laterally displaced by motor - Google Patents

Abstract

The proposed solution described above for a new system of "rolling highway" is to provide a possible means of transporting lorries by rail frequently and with a high degree of flexibility in terms of routing. For this purpose, special goods wagons are required. Parallel to the source-destination traffic of large combined lorry loads, smaller distances can also be covered economically and rapidly by rail with these goods wagon lorries since they can be moved out of and into a loaded train without difficulty. This loading and unloading with automotive rail vehicles is carried out in that the loading platform of these special goods wagons can be moved out by motor parallel to the track onto a platform on which road vehicles travel and then moved again onto the underframe of the goods wagon. In the present exemplary embodiment, four short-coupled wagons are combined to form one train unit and the wagon junctions are constructed so as to be capable of being ridden over in order to permit head-ramp loading as an alternative to side loading. The transverse forces which occur during side loading are absorbed by means of pneumatic cylinders in the region of the bogies against the railway platform or a concrete pedestal. The power supply for the side loading is provided by means of the train busbar or by feeding from the local networks.

Description

The invention relates to a low-floor vehicle with a motorized side movable loading area for the transport of trucks, semi-trailers and ISO containers on Schier.en.

Transport in front of trucks by rail (piggyback transport) requires special vehicles that are significantly different from other existing freight wagons differentiate. Because of the dimensions of the standardized Europe truck, especially because of its height, a flat wagon is required, which is within the designated area by the EBO prescribed profile.

Because of the high weight of up to 42 tons. is both on the wagon side as well as on the station side, a special loading device is necessary.

Known to be related to an ever increasing proportion of the truck on the freight traffic volume in the last few years by the railway administrations and the wagon construction industry vehicles have been developed that fall under the collective term of "Combined load traffic" (KLV) complete road vehicles by rail can convey. In the area of the German Federal Railroad are currently used the low-floor wagons from SGP (type designation SaadYmms 702) Talbot (type designation Saadkms 691) as well as the pocket wagons from Talbot (type designation Sdkms (s) 707). Carriages for this traffic have become known as "Rollende" Landstrasse ". These wagons are either loaded by driving over head ramps (Trucks driving themselves, semi-trailers moving backwards using special tractors) or by crane systems (for craneable semi-trailers and containers). The laden ones Trains then run as block trains in source-destination traffic, i.e. it takes place between Departure and destination stations are not loaded.

This is also the main obstacle, the existing access offer (currently 8 pairs of trains with 8 served stations daily) the enormous transport potential adapt. The departure times are to the side, as there are few routes, no passengers T '. can leave the train after a part of the route.

This severely restricts the number of users.

These disadvantages can be overcome with the vehicle described below reduce, whereby the existing and the conceived system can complement each other.

(For fun »see attached literature list, esp. Pos. 1 - 3) Der The invention is based on the task of changing vcn road vehicles between To make rail and road easier and thus more flexible in terms of time and route To build a system of truck transport on rails, the energy, transport, and environmentally. makes more sense than the extensive and massed truck traffic in the street.

According to the invention, this task is accomplished with a low-floor car Motorized, laterally movable loading area solved. With this low-floor wagon you can in connection with easy-to-erect or pre-designed platforms Levels of loading facilities created in many places along the main freight traffic flows will. This proposed solution does not require any serious ones on stationary systems Investments, as suitable loading tracks in the course of the centralization of the marshalling yards or suitable areas are already available or free in numerous locations will. This proposed solution would also be fully integrated into the current maneuvering system of German Federal Railways can be integrated. If necessary, a single Road vehicle au a ug with the low-floor wagons described be discharged and the vacated space with another LK: again for the the next section of the route will be occupied. Road vehicles can put these trains in Use any part of the train path.

The lair times are short as the trains are loaded and unloaded from the side can and not be driven backwards up a ramp by an extra shunting locomotive need to enable @adevorgänge. The number of places with loading facilities can be increased by simple means. Operations are not severely affected. The locomotive can stay in front of the train for large distances. The attractiveness the "Rollenden @ andstraße" is thus increased for users and operators.

The most important design features of the attached exemplary embodiment: a. Each single wagon is designed to accommodate a European truck (42 to, 18m long, 2.5m wide, 4m high) or 3 TEU's. b. Each L single wagon becomes one Train unit summarized. The total length of 80m allows trajectability with ferries. c. The @ages of a unit are close coupled in the middle, the they are equipped with UIC-standard pulling and pushing devices (swiveling). d. The transitions between the individual cars as well as the benefits among each other are designed to be mobile as an alternative to side loading to enable via head ramps. Due to the low design of the bogies the passability of the car crossings ensured. (In the area of the loading tracks according to EBO §9 / §3). e. The lateral forces occurring during side loading are caused by Pneumatic cylinder intercepted against the web dough or against a special base. f. The energy requirement for side loading is derived from the train busbar or covered from the local network.

To the attached drawings: In the rig. 1 and 2 become an overall side view (Pos. 1) or overall top (2) of end car (4) and intermediate car (3; shown, FIG. 3, drawn in view Y, shows a detail of the side view brings.

The car transitions of the car (5) are during a loading process can be driven over. 4 wagons are a train unit, each wagon consists of the wagon base (11), consisting of longitudinal (35) and cross members (36), which are made by means of sheets and profiles are welded to a torsion-resistant frame. This frame is on both Ends pulled up and supported by air and strong springs (16, 17) made of box sections welded bogies from (15,22). The central bogies (18) are supported 2 trolley frames each.

These bogies are more common with an S-capable air brake Design, the snd bogies additionally equipped with a handbrake, and take over all braking and steering forces. In the interests of a low overall height and low weight of the undercarriage, in addition to the bogies, the frame is supported by flange-less, sprung long axles, shown in Fig. 4 (19). On the cross members (35) of the underframe (11) rests on spring-loaded rollers (31), which compensate for height via their suspension allow -the loading platform. It is divided into three parts (12,13,14) in order to be minor Compensate for unevenness in the concrete platform receiving them. The lateral guide takes place through welded-on guide webs (32).

A place is provided on the bogies of the end cars for the Acceptance of the central energy supply device and the central control unit (20).

Here the tension taken from the train bus bar becomes 16 2/3 Hz 1000 V via a converter with a DC link in the geared motors required 380 V three-phase current converted. Without Ankup @ elte train locomotive can also be fed in from the usual three-wire local networks via a flexible supply line will. Also here is the three-phase powered compressor for the supply the pneumatic locking cylinder (51) and the support cylinder (55) are arranged. The switching device and the controls for extending the platform are sion in a ruit (21) ar each side of a wasen.

View "Z", shown as Fig. 6, shows the geared motor (34), which via a link chain and a steering pinion (52) the drive pinion (54) drives. This drive pinion pushes over a rack toothing (33) the Loading platform (14) from underframe (11). The @os. 51 represents the locking cylinder that fixes the area on the wagon base. The section A-A, Fig. 4, shows the car with @loading platforms frozen. Support the support cylinders (55) during loading processes against the concrete platform (57) or against the concrete base (58).

Section B-B shows the @agen with extended La @ ef @@ che (12), which is in the end position on platform 57 and there as well as in the retracted position State on the load rollers (31). Pos. 56 refers to an edge of the Platform that protrudes into the profile and for which an exemption according to EBO §3 is required. Here the platform is sloped at its outer edge by 3 degrees, to compensate for wear and tear on the bogie axles and slight unevenness. the View "X", shown in FIG. 7, shows the side view of the drive Rack gearing. The chain (53) drives via the steering pinion (52) and drive pinion (54) the rack toothing (33).

A brief description of the page loading process is shown next to the cart unit The train driver or the station staff have come to the old one on the platform the support cylinder (55) extended from the central control frame (20) and the direction of rotation the gear motors (34) are preselected (depending on which side of the platform lies).

Then all 4 carriages can use the control panels (21) to control the locking cylinders (51) are released separately and the motors are switched on. The lower one through the other the frequency synchronized motors push over the drive elements @enkritzel (52) -drive chain (53) - drive pinion (54) -drive gear toothing (33) the loading platforms (12,13,14) on bearing rollers (31) guided by guide webs (33) onto the platform (57) until they are switched off by the limit switch. Then the trucks can be driven from the loading area by the driver himself. The loading takes place vice versa.

L i t e r a t u r l i s t e / F u n d s t e l l e n 1. Petzoldt Die Freight wagons for combined cargo traffic in: Railway technology, development and Outlook Ed. BZA Minden and Munich, Hestra-Verlag, Darmstait 2. Kombiverkehr GmbH + Co KG Komtiverkehr truck on rails; Presentation 82 Frankfurt 1982 3rd long Loading units and vehicles of combined transport. in: Elsner's paperback Railway technology, 1981 Tetzlaff-Verlag Darmstact 1981 4. Hauck, Jacobs evolutions the basic kinematic rules according to UIC leaflets 505 to the design dec clear room a.a.O.

5. Molle, Stieler The technical regulations for the construction of freight wagons Part 1 loc. Cit.

6. Jahnke, Heyneck, Rammer The technical regulations for construction von Güterwagen Tl.2 in: Elsner's "Taschenbuch der Eisenbahntechnik" 1982 Tetzlaff-Verlag Darmstadt 1982 7. Wattlaf Structural design of the systems for the combined cargo traffic a.a.O.

8. Gaidzik Combined transport in the US in E @@ Railway Technology Rundschau 3/1981 Hestra-Verlag Darmstadt 9th German Federal Railroad / Federal Law Gazette EBO (Railway Building and Operating Regulations) DV 300, DB, Frankfurt / M 1967/1981 10. BMfV (Ed.) Bonn Gütertranspcrtsystem for the combined transport - Problems - Alternatives - Opportunities Kirschbaum-Verlag Bonn 1982 S t ü c k l i s t e 1. Bottom side view the complete 4-part train unit 2. Overall top view of the complete 4-part unit Train unit 3. Close coupled intermediate car 4. End car with pulling and pushing device 5. Train locomotive 6. Drive-over wagon junction 7.

8th.

9.

10 11. Trolley - underframe 3, 14. Sideways shifting loading areas 15. Bogie frame 16. Air spring 17. Side springs 18. Center bogie (only right half shown) 19. Flanged running axle 20. Cabinet for central energy supply facilities, central control 21. Control units (To control the geared motors) 22nd axis, bogie 23.

24.

25th

26th

31. Bearing rollers of the platforms 32. Guide bars (on the underframe 33. Rack teeth 34. Gear motors 35. Cross member underframe 36. Longitudinal member Stand 37.

38.

39, 40.

51. Lock cylinder 52. Steering pinion 53. Drive link chain 54. Drive pinion 55. Support cylinder 55. See EBO §9, Annex 2, Paragraph 6 No. 1 and # 3 Para. 1 No. 2 57. Concrete Bannsteig 5. Neton plinth 59.

6C.

61.

L e r s e i t e

Claims (1)

Fatent claim: Kiederflurwagen with motorized laterally movable Loading area for the transport of trucks, semi-trailers and ISO containers on rails, which is characterized in that the loading area for loading and Motor-driven unloading from the side of the carriage undercarriage standing on the track can push onto a platform and then use self-driving road vehicles can be driven on.