DE3805496A1 - System for loading and unloading road vehicles onto and from rail vehicles for piggy back transport - Google Patents

Abstract

In order to reduce the time previously required for loading and unloading goods wagons for piggy back transport, and thus to achieve a more favourable cost structure for rail transport and to reduce more significantly the pollution from exhaust gases in the sensitive alpine region, the railway goods wagons are given a swing bridge with additional longitudinal displaceability with respect to the longitudinal axis of the wagon. At the same time, the tracks are positioned lower to such an extent that the entrance and exit for the vehicle to be transported and the surface of the loading bridge are at the same level.

Description

The invention relates to a loading and unloading system for Piggyback road vehicles on rail vehicles traffic, which is a quick loading and unloading of the Wagons allowed.

So far there is nothing comparable. The loading of road vehicles on rails follows in a time-consuming manner either through an up ramp and from there onto the wagons at the Loading in this way with extremely small wheels have to be prepared so that the truck can also move on to the next can change the following car. For wagons with normal sized wheels, the loading takes place with the help of a crane.

Loading and unloading is not only very time consuming but also reduce capacity, since the lost time the capacity of the existing rail network down presses. In addition, the previous charging system can not Train will be deployed in full length since the barrel path of the crane is very short compared to the train length and when moving the vehicle from a wagon to others, the loss of time at full train length is extremely high would.

The invention has for its object the required Significantly shorten the time for loading and unloading zen and thereby the capacity for the existing rails expand the network considerably.

Furthermore, the small-wheeled wagons, the only approved for low speeds and also ent are in danger of being tracked, abolished again can.

This object is achieved according to the invention in that a rotatable between the axles or bogies and additionally in the longitudinal direction of the hand or power moving bridge the vehicle that transports should be recorded. The rotation can both  done manually as well as moved.

The advantages that can be achieved with the invention are special in that the loading and unloading process only a fraction of the time previously required takes. Furthermore, the train can do what was previously not possible be provided in full length, which is another saves considerable time.

Especially the crossing of the Alps through the Inn Valley across the Brenner and the Isarco Valley takes place in much shorter time. If one according to the previous one The pattern of the train leaving Munich is one who takes advantage of the invention already over Kufstein out. Is it conventionally merged train arrives in the Brixen area, the train runs improved train already in the destination station Verona.

This enables a much denser train sequence and therefore a correspondingly higher capacity expansion on the previous tracks. That can then become one cheaper calculation used for individual transport with the result that many more clients for the rail transport can be won.

This would finally give you the opportunity to do a large part of truck road traffic in the environmentally sensitive Alpine region, which is already badly damaged anyway To turn off intensive polluters what anyway is urgently required.

In addition, the Railway's track record, currently at least Europe-wide because of the high investment needs (TGV, ICE, Bahn 2000, etc.) is heavily used, improve so that the overdue new construction of the main lines in straightened and otherwise improved form can be brought forward in considerable time.

This would then be because of the increased attractiveness the railroad has other environmental benefits protection that would be urgently needed anyway.  

An embodiment of the invention is in the drawing shown and will be described in more detail below ben. It shows

Fig. 1 shows a (shortened) freight car with a lowered loading area 1 , which carries a stool 3 provided with rollers 2 . (Stool and rollers are shown here in simplified form.) The stool is provided with a pivot pin 4 which carries the loading bridge which the vehicle to be transported is intended to carry. The dock leveler is shown under No. 5 Darge. The locking devices required both for the rollable stool and for the loading bridge are not shown here, since they are to be regarded as known anyway.

Fig. 2 as a supervision of Fig. 1, the operation of the dock leveler. It can be rotated through 360 degrees. Basically, it is to be designed as a force-moved, the choice of the drive is free. For emergencies, however, it should also be designed to be movable by hand. If the loading bridge swings out so far that the ends thereof are outside the loading area, the stool can be rolled along the vehicle's longitudinal axis. This is necessary because it is not only impossible to stop a train exactly at the designated point, but also to compensate for the different distances from wagon to wagon, which can occur, for example, due to peculiarities in the coupling or buffer area. It can also compensate for an inaccurate start-up with the vehicle being loaded.

Fig. 3 shows the detail of the overall arrangement. The vehicle travels on the basis of the guidelines 6 to the stopping point identified by a transverse line 7 . The train, the rails of which are laid so low that the surface of the dock leveler is level with the entrance and exit, comes up and stops.

The dock leveler is unlocked, turns, and that the vehicle on it drives down to the right.

Now it rolls along the vehicle's longitudinal direction that they focus on the vehicle's position aligning loading vehicle. The technique that this fully automatic, is already available. It is therefore sufficient if the driver of the steering radeaus. He drives onto the loading bridge and stops. It swivels again in the longitudinal direction of the vehicle and becomes locked. The locking of the vehicle on the Loading bridge is no longer a problem in itself and should be possible in a matter of minutes. The train departs.

Although the loading ramp designed for the entire length of a standard freight train requires a corresponding amount of space, especially since it is advisable to draw the guidelines 6 in such a way that not only the vehicle immediately in front of the wagon is recorded, but also some behind it on the vehicles waiting next trains can classify themselves accordingly.

However, it must not be overlooked that this drawer ramps can be used universally and thus the previous completely replace. In addition, because of the strong thinning of the cross-border truck long-distance the huge parking lots at the national borders. This also applies to the internal customs offices. You could be reduced, the actual border clearance could be relocated to the loading ramps.

The wagon weight is increased because of the loading bridge. However, the permissible axle pressure is far from being exploited. In addition, the facilities for the turning and longitudinal movement of the dock leveler little lei and can therefore be carried out easily.  

The higher train weight because of the higher car weight does not have to be disadvantageous, especially since the effort for the train movement depends on the friction. A lot could still be done here.

While a strong male image alone is very difficult is able to move a four-axle vehicle, the US giants made it over fifty years ago to build steam locomotives so that some mannequins will be able to which were a multiple of the above cars like locomotives with eight axles, additional friction points in the drive and coupling rods, the control rods, the Phillips head, the pistons in the cylinders and the tender with up to seven axes effortlessly on the rope in the Ge enough to move around.

There is the high-precision and therefore clamping free production, which has not yet been done in wagon construction has been received to the extent necessary.

The friction could also be caused especially by bends ne appropriate choice of material and shape of the track wreaths will certainly be reduced. Beyond that would have to switch to the central buffer coupling, as with the ore trains in northern Germany since years practiced, especially in bends still an improvement friction, especially since it was thought Lich is easy to understand that the previous Side buffers the required mobility of the car hinder each other.

All of this is appropriate to the energy needs for the train to minimize movement.

In addition, when using the central buffer coupling the clutch can be engaged and disengaged much faster.

Claims (1)

Loading and unloading system for road vehicles on rail vehicles in piggyback transport, characterized in that on the goods wagon a bridge between the axles or bogies rotatable and displaceable in their position accommodates the load, where it is essential that the loading or Unloading can be done in a short time.