DK155986B - RAILWAY TRUCK FOR ONE OF RAILWAY TRANSPORTATION WITH LOW LAYING EXISTING TRAIN. - Google Patents
RAILWAY TRUCK FOR ONE OF RAILWAY TRANSPORTATION WITH LOW LAYING EXISTING TRAIN. Download PDFInfo
- Publication number
- DK155986B DK155986B DK189680AA DK189680A DK155986B DK 155986 B DK155986 B DK 155986B DK 189680A A DK189680A A DK 189680AA DK 189680 A DK189680 A DK 189680A DK 155986 B DK155986 B DK 155986B
- Authority
- DK
- Denmark
- Prior art keywords
- bearing
- railway
- buffer
- freight wagon
- carriage
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D47/00—Loading or unloading devices combined with vehicles, e.g. loading platforms, doors convertible into loading and unloading ramps
- B61D47/005—Loading or unloading devices combined with road vehicles carrying wagons, e.g. ramps, turntables, lifting means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/16—Wagons or vans adapted for carrying special loads
- B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
- B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
- B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G7/00—Details or accessories
- B61G7/10—Mounting of the couplings on the vehicle
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Handcart (AREA)
- Body Structure For Vehicles (AREA)
- Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
- Vehicle Body Suspensions (AREA)
- Loading Or Unloading Of Vehicles (AREA)
- Forklifts And Lifting Vehicles (AREA)
- Tires In General (AREA)
- Addition Polymer Or Copolymer, Post-Treatments, Or Chemical Modifications (AREA)
- Auxiliary Methods And Devices For Loading And Unloading (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Saccharide Compounds (AREA)
- Seasonings (AREA)
- Beans For Foods Or Fodder (AREA)
- Dry Shavers And Clippers (AREA)
- Brushes (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Permanent Magnet Type Synchronous Machine (AREA)
- Diaphragms For Electromechanical Transducers (AREA)
- Superconductors And Manufacturing Methods Therefor (AREA)
Abstract
Description
iin
DK 155986 BDK 155986 B
Opfindelsen angår en jernbanegodsvogn til en af mindst tre jernbanegodsvogne med lave ladbunde bestående togvognsenhed med gennemgående lavtliggende vognbund, især til transport af vejkøre-5 tøjer, og hvor de ved enderne af togenheden anbragte vogne har et i større højde end vognbunden beliggende endestykke, som er forsynet med træktøj og stødopfangere i form af en pufferbund med to sidepuffere og en trækkobling, og til læsning og losning af togenheden fra dennes ender kan fjernes fra ladbunden.BACKGROUND OF THE INVENTION 1. Field of the Invention This invention relates to a rail freight car for at least one of the three low-freight rail freight trains comprising a low-carriage train unit, in particular for the transport of road vehicles, and the wagons located at the ends of the train unit having a height higher than the bottom of the carriage which is provided with traction equipment and bumpers in the form of a buffer base with two side buffers and a towing coupling, and for loading and unloading the train unit from its ends can be removed from the loading base.
10 Fra det tyske fremlæggelsesskrift nr. 1.287.104 kendes en jernbanegodsvogn af denne art. Ved denne kendte konstruktion er endestykkerne, der hver består af en pufferbom med to sidepuffere og en trækkobling, hængslet drejeligt om mindst én vandret aksel på hver sin ende af det med en lavtliggende vognbund udformede under-15 stel, således at de kan sænkes ned under vognbundens plan. Denne sænkning af endestykket sker enten ved parallelforskydning over et eller to parallelogramstangsystemer eller ved en drejning nedad på 180°.10 A German freight wagon of this kind is known from German Patent Specification No. 1,287,104. In this known construction, the end pieces, each consisting of a buffer side with two side buffers and a tow coupling, are hinged pivotally on at least one horizontal shaft on each end of the lower carriage base, which can be lowered below trolley floor plan. This end piece is lowered either by parallel displacement over one or two parallelogram bar systems or by a downward rotation of 180 °.
Da den fra det nævnte tyske fremlæggelsesskrift kendte 20 jernbanegodsvogns sænkbare endestykker i deres ene endestilling skal ligge i samme højde som sædvanlige træk- og stødapparater, skal de nødvendigvis være udformede med betydelige dimensioner i lodret retning for at udligne højdeforskellen mellem deres øverste ende-stilling og den lavere liggende vognbund. Dette medfører både ved 25 udformningen af endestykket til sænkning ved hjælp af en paral lelforskydning og ved den 180° drejelige udformning af endestykket, at vognbunden skal ligge i en vis mindstehøjde. Denne mindstehøjde er i praksis 800 mm over skinnernes overkant. En lavere anbringelse af vognbunden er ikke mulig, idet endestykkerne da ville ligge på 30 skinnernes overside.Since the lowered end pieces of the 20 rail freight wagons known in the said German specification must be in their one end position at the same height as usual traction and impact devices, they must necessarily be designed with considerable dimensions in vertical direction to offset the height difference between their upper end position and the lower recumbent floor. This results in both the design of the end piece for lowering by means of a parallel shear displacement and in the 180 ° pivotal design of the end piece that the carriage floor must be at a certain minimum height. This minimum height is in practice 800 mm above the top of the rails. A lower positioning of the carriage floor is not possible, since the end pieces would then lie on the upper side of the rails.
Da samtlige jernbanegodsvogne i en af sådanne fra det nævnte tyske fremlæggelsesskrift kendte godsvogne bestående togenhed er forsynede med disse endestykker ved begge ender, får den lavtliggende gennemgående vognbund en mindstehøjde på 800 mm over skinner-35 nes overkant. For at muliggøre transport af sættevognstog er det derfor nødvendigt at udforme godsvognens ladbunde med fordybninger for sættevognenes hjul, for at sættevognene skal ligge inden for læsseprofilet under transporten.Since all railway freight wagons in one of such freight wagons known from the German presentation document are equipped with these end pieces at both ends, the low-lying through-trolley floor has a minimum height of 800 mm above the top of the rails. Therefore, in order to enable transport of semi-trailers, it is necessary to design the freight trolleys with recesses for the wheels of the semi-trailers in order for the semi-trailers to be within the loading profile during transport.
Formålet med opfindelsen er at tilvejebringe en 2The object of the invention is to provide a 2
DK 155986BDK 155986B
jernbanegodsvogn af den indledningsvis nævnte art, hvis ladbund sammen med ladbundene af togenhedens øvrige jernbanegodsvogne danner en i togenhedens fulde længde gennemgående ladflade, der ligger i en så llille afstand fra skinnernes overkant, at der under overholdelse 5 af læsseprofilet foruden containere og stort stykgods og anvendelse af udskiftelige overbygninger også kan transporteres alle arter lastkøretøjer, såsom lastvognstog, lastvognsanhængere, sættevognstog og sættevogne, uden at særlige foranstaltninger til sænkning af transportgodset er nødvendige, og samtidig skal den af godsvognene 10 dannede togenhed uden anvendelse af specielle indskudte adaptervogne kunne kobles med sædvanlige vogne i en togstamme.railway freight wagons of the type mentioned initially, whose loading base together with the loading bottoms of the other rail freight wagons forms a charging surface which runs through the full length of the rigging, which is at such a short distance from the top of the rails that, in compliance with the loading profile, in addition to containers and large cargo and use interchangeable superstructures can also be transported to all types of trucks, such as lorries, lorry trailers, semi-trailers and semi-trailers, without the need for special measures to lower the cargo, and at the same time the towiness formed by the freight wagons 10 without the use of special inserted adapter wagons must be coupled with conventional wagons. in a train trunk.
Denne opgave løses ifølge opfindelsen ved, at de ved hver sin ende af den af tæt sammenkoblede vogne bestående togvognsenhed anbragte endevognes endestykker med begge dets ender er lejret på 15 vognunderstellet ved hjælp af inden for vognbunden anbragte aksler og både er aftagelig og valgfrit svingbar om en af akslerne. Ved denne udformning opnås den væsentlige fordel, at togenhedens gennemgående vognbund på grund af den tætte sammenkobling af vognene og anbringelsen af endestykker udelukkende ved togenhedens to ender kan 20 sænkes til 410 mm overskinnernes overkant, således at lastvognstog og sættevogne kan køres op på og ned af togenheden fra dennes ender og kan transporteres på togenheden, uden at bunden af godsvognene i denne skal udformes med fordybninger til optagelse af de pålæssede køretøjers hjul, for at de pålæssede køretøjer skal ligge inden for 25 læsseprofilet. Herved opnås ikke blot en enklere og hurtigere lastning og losning af togenheden, men også mulighed for en betydeligt bedre udnyttelse af ladfladen, idet de enkelte køretøjer ikke længere skal placeres på ganske bestemte steder af togenheden.This task is solved according to the invention in that the end pieces of the end carriages, which are arranged at closely coupled carriages, at each end of them, are mounted on the carriage base by means of axles arranged within the carriage base and are both removable and optionally pivotable about a of the shafts. In this embodiment, the essential advantage is obtained that, due to the close interconnection of the carriages and the placement of end pieces exclusively at the two ends of the tows, 20 can be lowered to the upper edge of the tows, so that the truck and semi-trailers can be driven up and down by the the train unit from its ends and can be transported on the train unit without the bottom of the freight wagons therein having to be formed with recesses for accommodating the wheels of the loaded vehicles in order for the loaded vehicles to be within the loading profile. This not only achieves a simpler and faster loading and unloading of the train unit, but also the possibility of a significantly better utilization of the charging surface, since the individual vehicles no longer have to be placed in very specific locations of the train unit.
Herved er togenhedens lastekapacitet forøget væsentligt.In this way, the load capacity of the train is significantly increased.
30 Da endestykkerne ifølge opfindelsen kun anbringes ved de frie ender af togenheden, opnås desuden en væsentligt billigere konstruktion, idet der i modsætning til de kendte konstruktioner, hvor hver af jernbanegodsvognene har to sænkbare endestykker, ifølge den “foreliggende opfindelse kun anvendes to endestykker til hele 35 togenheden, og det desuden er muligt at udforme hver enkelt jernbanegodsvogn ifølge opfindelsen med de nødvendige tilslutningselementer for endestykker, således at hver vogn kan omdannes til en såkaldt endevogn, hvilket forenkler sammensætningen af godsvogne til en togenhed betydeligt. De ifølge opfindelsen uden for vognbunden 3Furthermore, since the end pieces of the invention are placed only at the free ends of the train unit, a substantially less expensive construction is obtained, in contrast to the known designs in which each of the rail freight wagons has two submersible end pieces, according to the present invention, only two end pieces are used for the whole. In addition, it is possible to design each railway freight wagon according to the invention with the necessary connecting elements for end pieces, so that each wagon can be converted into a so-called end wagon, which greatly simplifies the composition of freight wagons for a train. Those according to the invention outside the carriage floor 3
DK 155986 BDK 155986 B
beliggende lodrette aksler for endestykkerne tillader ikke blot, at endestykket, f.eks. ved hjælp af en gaffeltruck aftages helt af godsvognen, men også at endestykket valgfrit kan drejes mod den ene eller den anden side, således at der under alle forhold er mulighed 5 for uhindret lastning og losning af togenheden.vertical shafts for the end pieces not only allow the end piece, e.g. by means of a forklift is completely removed from the freight wagon, but also that the end piece can optionally be turned one way or the other, so that under all conditions there is a possibility 5 of unobstructed loading and unloading of the train unit.
Fra tysk patentskrift nr. 472.296 kendes ganske vist en konstruktion, ved hvilken den ene af to sidepuffere kan drejes, medens den anden sidepuffer låses for at bibeholde pufferfunktionen.It is known from German Patent No. 472,296 a structure in which one of two side buffers can be rotated while the other side buffer is locked to maintain the buffer function.
Herved skal det opnås, at en rangerarbejder i oprejst stilling under 10 rangeringen skal kunne nå ind i pufferområdet mellem to godsvogne, f.eks. for at tilkoble eller frakoble trækapparaterne, uden at begge puffere sættes ud af funktion samtidigt. Ved denne kendte mulighed for drejning af den ene af to sidepuffere, drejes denne ganske vist om en lodret aksel, men hverken opgavesti 11 ing eller løsning kan, 15 navnlig da den lodrette aksel her ikke har nogen som helst sammenhæng med jernbanegodsvognens ladflade, sammenlignes med den til grund for den foreliggende opfindelse liggende idé.In this way, it must be achieved that a ranger worker in an upright position during the ranks must be able to reach the buffer area between two freight cars, e.g. to switch on or off the traction devices without both buffers being disabled at the same time. By this known possibility of turning one of two side buffers, it is admittedly rotated about a vertical shaft, but neither assignment 11 nor solution can, 15 especially since the vertical shaft here has no connection whatsoever with the loading surface of the rail freight car. the idea underlying the present invention.
Ifølge yderligere en ejendommelighed ved opfindelsen udgøres hver aksel af to i afstand oven over hinanden liggende lejer, af 20 hvilke det ene er anbragt i pufferbommen, medens det andet er anbragt neden under pufferbommen og over afstivningsorganer er forbundet med denne. Herved kan højdeforskellen mellem den ekstremt lavtliggende vognbund og træk- og stødapparaterne i disses normale stilling udlignes på teknisk enkel måde, uden at begrænsninger med 25 hensyn til frigivelsen af togenhedens ender er nødvendige.According to a further feature of the invention, each shaft is comprised of two spaced apart bearings, one of which is disposed in the buffer boom, while the other is located below the buffer boom and over stiffening means are connected thereto. Hereby, the height difference between the extremely low carriage floor and the towing and thrust devices in their normal position can be compensated in a technically simple manner, without any restrictions on the release of the ends of the train.
Ifølge en fordelagtig videreudformning af opfindelsen består hvert leje af en på godsvognens understel anbragt lejebøsning og en på endestykket anbragt lejebøsning samt en lejetap, der i aksial retning kan trækkes ud af en af lejebøsningerne. Herved opnås på 30 særlig enkel måde foruden en enkel konstruktion også en særlig enkel mulighed for frigivelse af den ene ende af pufferbommen, således at denne kan svinges om den anden ende.According to an advantageous further embodiment of the invention, each bearing consists of a bearing bushing on the bottom of the freight wagon and a bearing bushing disposed on the end piece as well as a bearing pin which can be pulled axially out of one of the bearing bushings. In this way, in addition to a simple construction, a particularly simple possibility of releasing one end of the buffer boom is obtained in a particularly simple manner, so that it can be pivoted about the other end.
Til opnåelse af en så enkel konstruktion som muligt til frigivelse af endestykkernes ene ende fra godsvognsunderstellet 35 foreslås endvidere ifølge opfindelsen, at de oven over hinanden liggende lejers lejetappe over stænger er forbundne med en fælles krumtapskive, der kan drejes ved hjælp af et arreterbart håndtag.Furthermore, in order to obtain as simple a construction as possible for releasing one end of the end pieces from the freight car chassis 35, it is proposed according to the invention that the bearing pins of the superimposed bearings are connected to a common crankshaft which can be rotated by means of an adjustable handle.
Dersom lejetappene desuden ifølge yderligere en ejendommelighed ved opfindelsen er lejrede på endestykket sammen med stængerne, 4In addition, if the bearing pins according to a further feature of the invention are mounted on the end piece together with the rods, 4
DK 155986 BDK 155986 B
krumtapskiven og håndtaget opnås på særlig enkel måde en fast anbringelse og placering af de dele, ved hjælp af hvilke pufferbommen kan frigøres fra køretøjets understel, således at disse dele altid er klar til brug.the crankshaft and the handle achieve in a particularly simple manner a fixed placement and placement of the parts by means of which the buffer boom can be released from the vehicle base, so that these parts are always ready for use.
5 På tegningen er en udførelsesform for togenheden sammensat af godsvogne ifølge opfindelsen anskueliggjort. På tegningen viser:5 In the drawing, an embodiment of the train unit composed of freight wagons according to the invention is illustrated. In the drawing:
Fig. 1 et sidebillede af en af to endevogne og fire mellemvogne bestående togenhed, 10 fig. 2 et sidebiIlede af en endevogn i større målestok, fig. 3 en plantegning af den i fig. 2 viste del af endevognen, fig. 4 et sidebillede af forbindelsen mellem to mellemvogne i større målestok, 15 fig. 5 en plantegning af de i fig. 4 viste dele af de to mellemvogne, fig. 6 et tværsnit gennem ladbunden efter linien VI-VI i fig. 5, fig. 7 et billede af endevognen set fra enden, 20 fig. 8 et del bi Ilede af det i fig. 7 viste endestykke i større målestok og i snit, fig. 9 et lodret snit efter linien IX-IX i fig. 8, og fig. 10 en plantegning af det i fig. 9 viste.FIG. 1 is a side view of one of two end carriages and four middle carriageways consisting of ten, FIG. 2 shows a side view of a larger-scale end carriage; FIG. 3 is a plan view of the one shown in FIG. 2; FIG. 4 is a side view of the connection between two intermediate-scale vehicles on a larger scale; FIG. 5 is a plan view of the planes shown in FIG. 4 shows parts of the two intermediate vehicles; FIG. 6 is a cross-section through the ladle bottom along line VI-VI of FIG. 5, FIG. 7 is an end view of the end car; FIG. 8 shows a part of the FIG. 7 on a larger scale and in section, FIG. 9 is a vertical section along line IX-IX of FIG. 8, and FIG. 10 is a plan view of the embodiment of FIG. 9.
Den i fig. 1 i to oven over hinanden liggende planer viste 25 togenhed består af jernbanegodsvogne med lav ladbund og med små hjul og er bestemt til transport af vejgående køretøjer samt containere.The FIG. 1 in two superimposed plans, 25 towings consist of low freight and small wheeled rail freight wagons and are intended for the transport of road vehicles and containers.
Som et eksempel herpå viser fig. 1 et lastvognstog i form af en sættevogn med trækkøretøj, to lastvognstog hvert bestående af en lastvogn med påhængsvogn, to sættevogne uden trækkøretøj og to 30 containere. Den viste togenhed har to endevogne E samt fire tæt sammenkoblede mellemvogne M, der danner en gennemgående ladbund, hvor tilkørsel kan foregå fra enden. Hver endevogn E har et endestykke K, der ligger højere end planen, i hvilken ladbunden ligger. Endestykket K, som er vist i større målestok i fig. 2 og 3, er 1 ej -35 ret på en sådan måde, at det kan fjernes fra 1 adbundområdet. Ladbunden dannes af den lavtliggende vognbund W, som både ved mellemvognen M og endevognene E ligger i samme højde.As an example, FIG. 1 shows a truck train in the form of a tow truck, two truck trains each consisting of a truck with a trailer, two semi-trailers without a tow truck and two containers. The tow shown has two end carriages E as well as four closely interconnected intermediate carriages M, which form a continuous cargo floor where access can take place from the end. Each end carriage E has an end piece K which is higher than the plane in which the cargo floor lies. The end piece K, which is shown on a larger scale in FIG. 2 and 3, 1 is not -35 straight in such a way that it can be removed from the ad bottom area. The loading base is formed by the low-lying carriage floor W, which lies at the same height at both the intermediate carriage M and the end carriages E.
De i fig. 2 - 7 i større målestok viste ende- og mellemvogne E og M har hver et understel 1, som dannes af to midterlængdedragere 5The 2 - 7, the end and middle carriages E and M shown on a larger scale each have a chassis 1, which is formed by two mid-length carriers 5
DK 155986 BDK 155986 B
la, to ydre længdedragere lb og flere tværdragere lc og understøttes i den viste udførelsesform på to fireakslede bogier 2. De ydre længdedragere lb er trukket trugformet opad og er i området ved vognbunden forsynet med et hjul føringsprofil Id. Medens vognbunden W 5 i det område, der ligger oven over boogierne 2, dannes af en med flere bundklapper 3a forsynet dækplade 3, består den i området uden for bogierne 2 af parallelt i afstand fra hinanden i tværretningen forløbende profiler 4, således at snavs, der af de køretøjer, som skal transporteres, bringes ind på vognbunden, kan falde ud mellem 10 disse profiler. Bundklapperne 3a oven over bogierne 2 letter tilgængeligheden af de i dette område beliggende dele af skinnekøretøjerne.1a, two outer longitudinal supports 1b and several transverse supports 1c and supported in the illustrated embodiment on two four-axle bogies 2. The outer longitudinal supports 1b are drawn trough-shaped upwards and are provided with a wheel guide profile Id in the area at the base of the carriage. While the wagon bottom W 5 in the area above the boogies 2 is formed by a cover plate 3 provided with a plurality of bottom flaps 3a, in the area outside the bogies 2 it consists of profiles extending parallel to each other in the transverse direction, so that dirt, that of the vehicles to be transported brought into the carriage floor can fall between 10 these profiles. The bottom flaps 3a above the bogies 2 facilitate the accessibility of the parts of the rail vehicles in this area.
Som det især kan ses i fig. 4 og 5, er endevognene E og mellemvognene M tæt sammenkoblede ved hjælp af puffer 5 og træktøjer 15 6. I koblingsrummene mellem endevognene E og mellemvognene M hen holdsvis mellem efter hinanden følgende mellemvogne M er anbragt broorganer, der danner kørebro over koblingsmellemrummene.As can be seen particularly in FIG. 4 and 5, the end carriages E and the intermediate carriages M are tightly interconnected by means of buffer 5 and pullers 15 6. In the coupling spaces between the carriages E and the carriages M, respectively, between successive medium carriages M, bridges are formed which form a bridge over the coupling spaces.
De ved de frie ender af endevognene E anbragte endestykker K, der til kobling af togenheden med henholdsvis et lokomotiv eller 20 andre skinnekøretøjer af sædvanlig art, ligger oven over lastfladen, består i den viste udførelsesform af en pufferbom 8, der bærer to sædvanlige sidepuffer 9 og en trækkobling 10 af sædvanlig konstruktion og valgfrit kan svinges om en af to aksler 11. Disse aksler 11 ligger, som det særligt kan ses i fig. 3, uden for vognbunden W, 25 således at endestykket K som vist ved streg-priklinier i fig. 3 enten kan svinges mod højre eller mod venstre ud fra 1astf1adeområ-det eller kan aftages helt for at muliggøre læsning og losning af togenheden fra enden over stationære ramper.The end pieces K located at the free ends of the end carriages E, which for coupling the train unit with a locomotive or 20 other rail vehicles of the usual kind, are above the loading surface, in the illustrated embodiment, consist of a buffer boom 8 carrying two usual side buffers 9. and a tow coupling 10 of conventional construction and optionally can be pivoted about one of two shafts 11. These shafts 11 lie, as can be seen particularly in FIG. 3, outside the carriage base W, 25 such that the end piece K as shown by dash-dotted lines in FIG. 3 can either be pivoted to the right or to the left from the surface area or can be fully retracted to allow loading and unloading of the train unit from the end over stationary ramps.
Hver af akslerne 11, der ses i plantegning i fig. 3, udgøres 30 i den viste udførelsesform af to i afstand oven over hinanden liggende lejer 12, der er vist i større målestok i fig. 9 og 10.Each of the shafts 11 seen in the floor plan of FIG. 3, in the illustrated embodiment 30 is made up of two spaced apart bearings 12, which are shown on a larger scale in FIG. 9 and 10.
Fig. 9 og 10 viser i forbindelse med fig. 7, at det ene af hver af de to lejer 12 er anbragt i pufferbommen, medens det andet er anbragt neden under pufferbommen 8 og over afstivningsorganer 13 er 35 forbundet med pufferbommen 8.FIG. 9 and 10 show in connection with FIGS. 7, that one of each of the two bearings 12 is arranged in the buffer boom, while the other is located below the buffer boom 8 and above the stiffening means 13 is connected to the buffer boom 8.
Hvert leje består af en på dele af understellet 1 anbragt lejebøsning 12a, en på dele af endestykket K anbragt lejebøsning 12b og en lejetap 12c, der sædvanligvis er optaget i de to lejebøsninger 12a og 12b og fastholder endestykket K på understellet. Til drejningEach bearing consists of a bearing bushing 12a, located on portions of the chassis 1, a bearing bushing 12b located on parts of the end piece K and a bearing pin 12c, which is usually accommodated in the two bearing bushings 12a and 12b and retaining the end piece K on the chassis. For turning
DK 155986 BDK 155986 B
6 af endestykket K kan lejeboltene i aksi al retning trækkes ud enten af undervognen l's lejebøsning 12a eller af endestykket K's lejebøsninger 12b, hvorefter en af endestykket K's ender frigøres og kan svinges.6 of the end piece K, the bearing bolts in the axial direction can be pulled out either by the bearing bush 12a of the subcarriage 1 or by the bearing bushes 12b of the end piece K, after which one of the ends of the end piece K is released and can be pivoted.
5 Ved den i fig. 7 - 10 viste udførelsesform er lejeboltene 12c lejrede i endestykket K. De kan bevæges i aksi al retning ved hjælp af et arreterbart håndtag 14. Hertil er håndtaget 14 fastgjort til en aksel 15, der er drejeligt lejret i endestykket K og bærer en krumtapskive 16. Denne drejefast til akslen 15 fastgjorte krum-10 tapskive 16 er forbundet med stænger 17, der hver med deres anden ende indgriber med oven over hinanden anbragte lejetappe 12c. Efter frigivelse af håndtaget 14 kan akslen 15 og dermed krumtapskiven 16 drejes ved hjælp af dette, hvorved stængerne 17 trækker de til hinanden hørende lejebolte 12c ved de ved den ene side af ende-15 stykket anbragte lejer 12 i aksial retning ud af lejebøsningerne 12a. Herved frigives endestykkets ene ende, således at det kan svinges. Dersom lejetappene 12c trækkes ud af lejebøsningen 12a ved begge ender af endestykket K, kan endestykket K aftages helt af køretøjets understel 1.5 In the embodiment of FIG. 7-10, the bearing bolts 12c are mounted in the end piece K. They can be moved in the axial direction by means of an adjustable handle 14. For this, the handle 14 is fixed to a shaft 15 which is pivotally mounted in the end piece K and carries a crankshaft 16 This pivotally fixed curvature pin 16 fixed to the shaft 15 is connected to rods 17, each with their other end engaging with superposed bearing pins 12c. Upon release of the handle 14, the shaft 15 and thus the crankshaft 16 can be rotated therewith, whereby the rods 17 pull the associated bearing bolts 12c at the bearings 12 located at one side of the end 15 in the axial direction from the bearing bushings 12a. This releases one end of the end piece so that it can be swiveled. If the bearing pins 12c are pulled out of the bearing sleeve 12a at both ends of the end piece K, the end piece K can be completely removed from the vehicle base 1.
20 Ved hjælp af den foran beskrevne anbringelse og udformning af endestykkerne K elimineres ved togenheden ethvert tab af lastrum, og s.amtidig fås på særlig enkel måde mulighed for en overgang mellem enden af togets af vognbundene W dannede ladflade og en stationær læsserampe. Ved hjælp af de lavtliggende vognbunde W og de uden tab 25 af lastrum tæt sammenkoblede endevogne E og mellemvogne M fås en i hele togenhedens længde forløbende lavtliggende lastflade, der på enkel måde kan læsses såvel med vejgående køretøjer som med containere.20 By means of the arrangement and design of the end pieces K described above, any loss of cargo space is eliminated by the train unit, and at the same time a transition between the end of the trains of the carriage floor W formed and a stationary loading ramp is possible in a particularly simple manner. By means of the low-lying cargo floors W and the unloaded cargo compartments E and intermediate cargo M without loss 25 of cargo compartment, a low-lying cargo surface extending throughout the length of the train can be easily loaded with both road vehicles and containers.
30 3530 35
Claims (6)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE2919600 | 1979-05-16 | ||
| DE2919600A DE2919600C2 (en) | 1979-05-16 | 1979-05-16 | Rail freight wagons for a train unit consisting of at least three low-floor rail freight wagons |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| DK189680A DK189680A (en) | 1980-11-17 |
| DK155986B true DK155986B (en) | 1989-06-12 |
| DK155986C DK155986C (en) | 1989-11-06 |
Family
ID=6070783
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK189680A DK155986C (en) | 1979-05-16 | 1980-04-30 | RAILWAY TRUCK FOR ONE OF RAILWAY TRANSPORTATION WITH LOW LAYING EXISTING TRAIN. |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP0019098B1 (en) |
| AT (1) | ATE3521T1 (en) |
| DD (1) | DD150576A5 (en) |
| DE (1) | DE2919600C2 (en) |
| DK (1) | DK155986C (en) |
| ES (1) | ES491498A0 (en) |
| NO (1) | NO149838C (en) |
| PL (1) | PL122717B1 (en) |
| YU (1) | YU40391B (en) |
Families Citing this family (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2179311B (en) * | 1985-07-04 | 1989-05-10 | Robert Malcolm Ord | Rail vehicle for transporting road semi-trailers |
| CH669764A5 (en) * | 1986-04-08 | 1989-04-14 | Cattaneo Ferriere Sa | |
| DE3715887C2 (en) * | 1987-05-13 | 1996-07-11 | Schloemann Siemag Ag | Method and device for stacking and / or collecting steel bars |
| DE3801117A1 (en) * | 1988-01-16 | 1989-08-03 | Talbot Waggonfab | UNIT WITH CONTINUOUSLY LOW-SLEEPING WALL FLOOR |
| AT393975B (en) * | 1989-04-03 | 1992-01-10 | Steyrermuehl Papier | METHOD FOR THE DISPOSAL OF WASTE |
| AT392923B (en) * | 1989-10-30 | 1991-07-10 | Noricum Maschinenbau Handel | METHOD FOR CRUSHING PIECE MATERIAL AND DEVICE FOR CARRYING OUT THIS METHOD |
| DE4118687C2 (en) * | 1991-06-07 | 1998-04-09 | Deutsche Waggonbau Ag | Vehicle center area for pocket wagons |
| DE4226731A1 (en) * | 1992-08-14 | 1994-02-17 | Linke Hofmann Busch | Railway freight wagons, in particular flat wagons, each with a chassis arranged in the end regions of the underframe |
| DE4235612A1 (en) * | 1992-10-22 | 1994-04-28 | Graaff Gmbh | Two part railway goods car - each part is formed as track vehicle with wheel units and impact bumper plates on ends and has loading surfaces spaced apart so as not to touch |
| GB2272874B (en) * | 1992-11-27 | 1995-11-22 | Transtech Ltd Oy | Freight wagon for carrying trailers |
| DE19549277C2 (en) * | 1995-12-22 | 2000-11-30 | Dwa Deutsche Waggonbau Gmbh | Headpiece for freight wagons with a low loading area |
| DE19855733C2 (en) * | 1998-12-03 | 2002-04-11 | Orthaus Fahrzeugwerk | Transport vehicle in the form of a low-floor wagon or a low loader |
| EP1050445A1 (en) | 1999-05-05 | 2000-11-08 | Ferriere Cattaneo SA | Railway wagon, railway wagon unit and layout of railway vehicles |
| EP1090825A3 (en) | 1999-10-07 | 2002-04-10 | Österreichische Bundesbahnen | Twin-axle railway goods wagon |
| AT16834U1 (en) * | 2019-05-28 | 2020-10-15 | Kaessbohrer Transp Technik Gmbh | Carrying device with guide element |
| CN111572570B (en) * | 2020-05-22 | 2022-01-25 | 中车山东机车车辆有限公司 | Middle-beam-free low-floor underframe for railway transportation of highway automobiles |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DK12370C (en) * | 1909-07-26 | Maxime Lambert | Railway carriage with reinforced longitudinal girders. | |
| DE472296C (en) * | 1927-07-03 | 1929-02-25 | Theodor Heinig | Swiveling buffers for railway vehicles |
| DE1189111B (en) * | 1963-02-20 | 1965-03-18 | Rheinstahl Siegener Eisenbahnb | Low-lying railroad car, especially for articulated trains |
| DE1287104B (en) * | 1960-09-20 | 1969-01-16 | Talbot Waggonfab | Pulling and pushing devices for railroad cars |
| FR2061193A5 (en) * | 1969-09-10 | 1971-06-18 | Dultinger Josef | |
| CH570894A5 (en) * | 1972-12-02 | 1975-12-31 | Waggon Union Gmbh |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR1173693A (en) * | 1957-04-26 | 1959-02-27 | Atel Const Nord De La France | Railway wagon for transporting road vehicles |
| FR1175883A (en) * | 1957-06-05 | 1959-04-02 | Venissieux Atel | Flat wagon usable for transporting vehicles |
| FR1462411A (en) * | 1965-11-04 | 1966-04-15 | Cimt Comp Ind Mat Transport | Improved circulation system for road vehicles on platform wagons |
| FR1535552A (en) * | 1966-06-15 | 1968-08-09 | Low bed railway wagon | |
| DE2843841A1 (en) * | 1978-10-07 | 1980-04-24 | Waggon Union Gmbh | REMOVABLE HEAD PIECE |
-
1979
- 1979-05-16 DE DE2919600A patent/DE2919600C2/en not_active Expired
-
1980
- 1980-04-19 EP EP80102116A patent/EP0019098B1/en not_active Expired
- 1980-04-19 AT AT80102116T patent/ATE3521T1/en not_active IP Right Cessation
- 1980-04-25 YU YU1144/80A patent/YU40391B/en unknown
- 1980-04-30 DK DK189680A patent/DK155986C/en active
- 1980-05-12 PL PL1980224173A patent/PL122717B1/en unknown
- 1980-05-13 DD DD80221085A patent/DD150576A5/en not_active IP Right Cessation
- 1980-05-14 ES ES491498A patent/ES491498A0/en active Granted
- 1980-05-14 NO NO801441A patent/NO149838C/en unknown
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DK12370C (en) * | 1909-07-26 | Maxime Lambert | Railway carriage with reinforced longitudinal girders. | |
| DE472296C (en) * | 1927-07-03 | 1929-02-25 | Theodor Heinig | Swiveling buffers for railway vehicles |
| DE1287104B (en) * | 1960-09-20 | 1969-01-16 | Talbot Waggonfab | Pulling and pushing devices for railroad cars |
| DE1189111B (en) * | 1963-02-20 | 1965-03-18 | Rheinstahl Siegener Eisenbahnb | Low-lying railroad car, especially for articulated trains |
| FR2061193A5 (en) * | 1969-09-10 | 1971-06-18 | Dultinger Josef | |
| CH570894A5 (en) * | 1972-12-02 | 1975-12-31 | Waggon Union Gmbh |
Also Published As
| Publication number | Publication date |
|---|---|
| EP0019098A1 (en) | 1980-11-26 |
| YU40391B (en) | 1985-12-31 |
| EP0019098B1 (en) | 1983-05-25 |
| DD150576A5 (en) | 1981-09-09 |
| DK155986C (en) | 1989-11-06 |
| DE2919600A1 (en) | 1980-11-20 |
| ES8101480A1 (en) | 1980-12-16 |
| ES491498A0 (en) | 1980-12-16 |
| YU114480A (en) | 1983-02-28 |
| PL224173A1 (en) | 1981-02-27 |
| DE2919600C2 (en) | 1985-02-21 |
| DK189680A (en) | 1980-11-17 |
| PL122717B1 (en) | 1982-08-31 |
| NO149838B (en) | 1984-03-26 |
| ATE3521T1 (en) | 1983-06-15 |
| NO149838C (en) | 1984-07-04 |
| NO801441L (en) | 1980-11-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4685399A (en) | Intermodal transport | |
| DK155986B (en) | RAILWAY TRUCK FOR ONE OF RAILWAY TRANSPORTATION WITH LOW LAYING EXISTING TRAIN. | |
| RU2374107C2 (en) | Method to transship cargoes and appropriate transportation system | |
| US2841094A (en) | System of transporting highway vehicles by rail | |
| KR900700333A (en) | Freight carriers deformable by wagons and railway bogie cars for them | |
| US2787971A (en) | Method for the transportation of freight | |
| US2144081A (en) | Transportation of rolling loads | |
| NO159523B (en) | TRANSPORT SYSTEM INCLUDING SEMITRAILERS AND SKIN BOOKS, AND SKINNET TRAINING INCLUDING MULTIPLE SEMITRAILERS. | |
| US4339996A (en) | Articulated railway car | |
| US2638852A (en) | Rail trailer carrier | |
| US2650731A (en) | Transportation system and equipment | |
| GB2242183A (en) | Railway vehicles | |
| EP0453537B1 (en) | Loading and unloading system for the railway transport of giant containers and semitrailers | |
| CZ293911B6 (en) | Transport vehicle to transport objects having large dimensions | |
| US4480554A (en) | Articulated rail car for vehicular trailers | |
| PL179934B1 (en) | Railway transport unit for combinet carriage of cargo container and exchangeable cargo holding bins | |
| US4653966A (en) | Drop-deck intermodal bogie | |
| DK168369B1 (en) | Railroad tightness with consistently low-lying carriage floor | |
| US3610168A (en) | Apparatus for piggyback rail transportation | |
| EP1757508B1 (en) | Railway wagon for the transportation of bulk loads, especially road vehicles | |
| US2065573A (en) | Railway vehicle structure | |
| US3033129A (en) | Systems of freight transportation | |
| US4397601A (en) | Convertible rail-highway vehicle | |
| US3250232A (en) | Cushioned rack assembly | |
| US2881713A (en) | Rail vehicle with low platform |