DE4112995A1 - Specially rail transporter for heavy goods and containers - comprising of sunken undercarriage, for reduction in height of load - Google Patents

Abstract

Rail carriage incorporate a deep set sump for the reduction of the height of trucks and containers to that of conventional transporters. Loading and unloading is achieved using a ramp, for roll-on, roll-off method and the carriage is compatible with convetional railways, allowing high speeds. ADVANTAGE - Can transport heavy good vehicles of 4 metres in height and over 40 tonnes. More economical and can achieve greater speeds (160 km/hr). Easy loading and unloading.

Description

The z. Current low-floor transport wagons have a loading area height from 410 mm above the top edge of the rail (SOK) in the cheapest Fall on. This means that trucks with a corner height of 3.8 m can be transported e.g. B. possible on the Gotthard line. Lowering the loading area to 200 to 250 mm above SOK would transport the widespread This enables trucks with a corner height of 4.0 m.

The following proposal describes a rail freight wagon lowered transport trough with a maximum loading area height of 250 mm SOK.

• Advantages:
• Transport of trucks with a corner height of 4 m and weights over 40 tons;
• Use of standardized bogies (e.g. Y25) with wheels from 800 to 900 mm in diameter, d. H. less wear, greater safety against derailment, low price, higher speeds possible (160 km / h);
• simpler vehicle design without pneumatic, hydraulic or electromotive functions;
• Roll-on-roll-off loading over the end faces;
• Loading and unloading possible on every top ramp track in an emergency;
• Semi-trailers remain coupled;
• Can be used as a container transport trolley.
• Disadvantage:
• Fixed lifting devices are available for fast loading and unloading necessary;
• Train length of approx. 6.0 m or approx. Not usable as loading area 4.0 m for articulated vehicles, between the individual loading units.
• Trucks (motor vehicles and trailers) must be uncoupled.

Description of the car type

The vehicle consists of two side long beams of approx. 1000 mm Height and approx. 100 mm thick as a welded construction made of sheet metal reinforcement profiles. Cross connections are in the area of the hold (tub) not available. In the area of the bogies the side beams are raised and have cross beams for the pivot and the screed.

A low-lying long beam in the middle of the vehicle transmits together with the side long beams the tensile and impact forces (with the corresponding Interpretation of the side beams is the omission of the medium carrier possible). Between the long girders is a Transport trough of U-shaped cross section hooked in. In the The trough and the long beams are non-positive in the transport position connected with each other and thus ensure the necessary Rigidity to be able to absorb the buffer pressures. The bogies are far from the ends of the car, d. H. the respective outer wheel protrudes under the screed. As pulling and pushing devices are both conventional buffers and screw couplings possible, as well as preferably automatic central buffer couplings.

When using standardized Y25 bogies with 1800 mm The wheelbase results in an unusable length of each car end approx. 3000 mm. When building articulated vehicles such. B. 5 parts (like US Container transport wagon) with three-axle Jakobs bogies (Axle load!) The unusable one is reduced Length of approx. 6000 mm per car transition to approx. 4000 mm (e.g. 20 Loads each 15.5 m20 × 21.6 m = 432 m; with 5-part articulated tram only 400 m in length, each plus a locomotive and an escort).

The pivot spacing for 15.5 m long loading trays is 19,000 mm is the same as the 26.4 m passenger coach. When increasing the length of the tractor-trailer at 17.5 m within the framework of the EC traffic policy this results in a pivot distance of 21,000 mm. At narrow radii here are minor corrections in the clearance profile necessary and rounding off the slope break in the transition the slope into the plain must not be less than 300 m.

Fixed loading facilities

To enable the wagons to be loaded and unloaded in a short time the transport trays at the loading points are as quick as possible to raise by approx. 1000 mm to get into the loading or unloading position come.

Depending on the transport volume and the required handling speed there are three possible solutions:

1) high turnover speed - high effort

In the longitudinal axis of the unloading track (in front of the head ramp) lifting devices (hydraulic o. electromechanical) installs all transport trays of the train after unlocking at the same time and thus enable immediate unloading / loading of all trucks via the head ramps.  

2) lower turnover speed - Use of existing container crane systems

The transport trays are changed one by one by one Container crane running in the longitudinal direction with at least 500 KN load capacity raised and locked. After that you can loading or unloading takes place via the head ramp.

The use of heavy lift trucks is also conceivable (Forklifts) with appropriate lifting gear.

3) slow turnover - no fixed systems

The procedure is as described in 2), but instead of of the container crane used portable hoists that the Bring the transport tubs into the loading or unloading position. These Alternative also lends itself to an emergency, if one Unloading at a subway station with head ramp required becomes.

Possible uses Switzerland

Without the previously required, very complex work for the The Gotthard and the Lötschberg lines with only little effort for the trucks with 4.0 m Passable corner height. The inlet routes can also be freely selected.

Traffic relations (transit)
Germany-Gotthard-Italy and vice versa
Germany-Lötschberg-Simplon-Italy and vice versa

A schedule with the appropriate capacity should be booked in advance and avoid waiting times when loading.

Austria

Transit relations
Germany-Brenner-Italy and vice versa
Germany-Graz-Yugoslavia and vice versa
Germany-Vienna-Hungary and vice versa

Intern
Vienna-Linz-Salzburg
Vienna-Salzburg-Arlberg-Bregenz (Switzerland)

Germany

transit

France-Cologne-Berlin-Poland etc.

Intern
East-west truck corridor in the Ruhr area
Ruhr area-Stuttgart-Munich
North-south traffic from the seaports to industrial areas

Italy

North-South traffic
Turin / Milan-Rome-Naples

France

all important relations from and to Paris

Claims (2)

1. Special railway wagon with non-positively attached tub for the Transport of trucks and containers. The loading / unloading of the Trucks are made using head ramps (roll on roll off). 2. The characteristic part is the low transport height and the Use of standard railway drives (bogies conventional design suitable for higher speeds).