DK168369B1 - Railroad tightness with consistently low-lying carriage floor - Google Patents

Abstract

The invention relates to a train unit having a continuous low-lying wagon floor, in particular for transporting lorries. It consists of at least one railway goods wagon (E) provided with two bogies (2) and of at least one further wagon (E, A) also designed with a low-lying wagon floor. So that the wheel set loads of the train unit do not exceed the admissible values even in the case of relatively heavy and relatively long lorries, the undercarriage end of a semitrailer wagon (A) is positioned on the undercarriage (1) of the railway goods wagon (E), provided with two bogies (2), at least in the region of one of the bogies (2) in order to transmit vertical forces, which semitrailer wagon is provided exclusively at its other end with a bogie (2) and, in order to transmit the horizontal pulling and pushing forces via a joint (11) with two swivel axes (a, b) running at right angles to one another, is connected to the undercarriage (1) of the railway goods wagon (E). <IMAGE>

Description

in DK 168369 B1

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railroad unit with a continuous, low-lying carriage floor, in particular for the transport of truck-car trains and consisting of at least one rail freight car, which is provided at each end of its chassis with a boogie and is adapted for loading and unloading from the 5 end and a low-carriage-bottomed carriage, in which towage all freight wagons are closely interconnected, in that a tow truck, which is provided at one end only with a boogie, for the transfer of vertical forces is mounted with its other end of its chassis on the chassis of the 1 ° with two boogies rail freight trolley at least near one of its two boogies and for transferring the horizontal traction and compressive forces is connected to the rail freight chassis base by means of a joint with two axes extending perpendicular to one another.

15 Such a railroad device with a continuous, low-lying trolley is known from DK patent application 1896/80. As the boogies for the wagons of the train, either four-axis boogies according to DK patent application 1898/80 or three-axis boogies according to DE patent 3229709 are used.

20

In the construction known from DK patent application No. 1896/80, the train unit is composed of several railway freight wagons, each with their undercarriage supported at both ends of a boogie. Each rail freight wagon is of such length that it can load a complete 23 lorry cars and semitrailers, respectively. In the practice used in practice, the length of each rail freight wagon is 18.6 m. These known railroad units have for many years proved very suitable.

30 Following an amendment, the provisions applicable within the Community increased the permissible total weight for combined-cargo lorries to 44 tonnes. As an overload of 10% of the trucks must be expected, and since further increases in the permissible total weight cannot be ruled out, the transport of 35 of these heavy goods vehicles by means of the known railway propensity will result in axle pressure exceeding the permissible value. . Eg. for four-axle boogies with a wheel diameter of 360 mm the permissible axle load is 7.5 tonnes per tonne. wheelsets.

DK 168369 B1 2

A railroad device of the kind initially described is disclosed in US-A-3371622. The railway trolley consists of two wagons, the first trolley being provided with its own boogie at both ends, while the second trolley has only one boogie at one end. At its boogie-free end 5, this second trolley supports the boogie area of the self-supporting rail freight. This support occurs in the area at the ends of the carriage's longitudinal supports over a hail-like shaped structure. Hereby a bearing ring formed corresponding to a chain link is hung in a hook on the longitudinal support of the self-supporting carriage, and at the lower end a hook formed on the longitudinal carrier of the self-supporting carriage is supported. In this way, the longitudinal carriages of the carriages can be offset relative to one another when cornering. Since this displacement is effected by a pivotal movement of the two hooks relative to each other, when curve-moving with the railway train unit in connection with the longitudinal displacement, there is also a change in height of the boogie-free end of the coupled carriage. This change in altitude is greater the smaller the radius of curve traversed. By contrast, the freight rail, which is immediately supported on the boogie, maintains its altitude level at all times.

20

The use of this known railway device for transporting multiple truck-based vehicles causes the problem that, in addition to the longitudinal relative motion of the curve change, relative movements in vertical direction also occur. In this way, unwanted loads are applied to the truck vehicles. This can lead to damage to wheel suspension and steering, as well as to coupling parts between the towing vehicle and the trailer, for example on the trucks of the semi-trailers of the vehicles.

The object of the invention is, in connection with a railroad unit consisting of at least one railway freight wagon and a coupled wagon, to keep the relative relative movements between the rail freight wagon and the coupled wagon as small as possible.

35 This task is solved according to the invention in that end pieces on the longitudinal support of the coupling car in the middle region of the boogie are supported on the supporting plates of the supporting car, whereby the supporting surfaces of these support plates are designed to be recessed in relation to the extremely longitudinal supports.

DK 168369 B1 3

By a railroad tension designed in this way, the relative movements occurring between the railway carriage and the coupled carriage are reduced to a minimum, namely to the displacements that arise during curve driving. Further relative movements do not occur, such that when using the railroad device for transporting lorry vehicles, no damage should be feared on the wheels, steering of these vehicles and on the coupling parts between towing vehicle and trailer or semi-trailer. Finally, in the design according to the invention, it is also possible to load longer cargo trains on two railway freight cars at a time, without exceeding the permissible free space profile during cornering. Also, at the most disadvantageous position of the load cars on the trains of the trains, the wheel set loads are kept within the permissible values since the load is distributed to three boogies. This could, theoretically, also be achieved by using two shorter and interconnected wagons of known construction each with two boogies, i.e., over the buffers. with a total of four boogies, but this would also have the disadvantage that an automobile truck consisting of a tow vehicle and trailer or of a tow truck would have to be loaded onto a total of two rail freight cars. Hereby, by relative movements between the two longitudinal and transversely coupled freight wagons by means of buffers, loads would be transferred to the freight car train which is not only undesirable, but could also cause damage to the wheels suspended and the steering wheel as well as the coupling parts between the towing vehicle and the trailer or semi-trailer respectively. Furthermore, the transfer of the horizontal tensile and compressive forces between the two-boogie rail freight car and the only one boogie tow truck by means of a link with two perpendicularly spaced rotary axles prevents the in the coupling area between the two interconnected rail cars. longitudinal and transverse relative movements occur, resulting in the transfer of damaging forces to the trucks of the automobile train.

According to a further embodiment of the invention, a further vertical carriage for transferring vertical forces can be supported on the chassis of the first connecting carriage near its boogie and can also be connected to the supporting coupling carriage DK 168369 B1 4 by means of a link with two perpendicular rotating shafts. . In this way, despite the use of only a single two-boogie rail freight wagon, the length of the railroad train according to the invention can be increased as desired.

5 If the railroad device according to the invention is not to be formed by several pairs of each two-boogie-equipped rail freight wagons and a single-boogie freight trolley or by only one two-boogie rail freight trolley and a suitable number of trolleys each with only one boogie, but use is preferred. two rail-10 carriages each with two boogies and located at each end of the railroad train according to the invention for e.g. By means of suitably designed end pieces to enable the connection of conventional rail freight cars, according to a further feature of the invention, between the chassis of two carriages according to the invention 15, a non-boogie-shaped overhead bridge whose vertical loads are transmitted exclusively to the chassis can be arranged. horizontal tensile and compressive forces are transmitted exclusively over the joints.

In the use of such a bridging bridge, in the case described, it is achieved not only that a number of redundant boogies are no longer to be co-transported, but also that an unladen part length of the train unit can be avoided.

In spite of the transfer of some of the vertical forces exerted to the coupling wagon or overhead bridge to the chassis by the 25 two boogie rail freight car at only one end of its chassis, to avoid a relief of the wheel sets at the other end of that rail freight car according to a further characteristic of the invention, the ends of the outer longitudinal supports of the coupling car · or the overhead bridge, respectively, at the middle of the boogie are supported on the outermost longitudinal supports of the carriage, which are connected to each other by means of a cross beam, which is supported at its center on the track of the boogie. This provides an advantageous transfer to the boogie in question of the extra forces that occur as a result of the support.

35

According to a further feature of the invention, the link for transmitting the horizontal tensile and compressive forces is disposed in the longitudinal center of the carriage and outside the track bearing of the boogie. In this arrangement, the joint, which must transmit considerable forces and therefore on DK 168369 B1 5, because of its necessary dimensioning, requires a certain space, located in the middle between the wheel tracks of the truck vehicles, where a slight elevation of the carriage floor is immaterial because the clearance below the bottom of the truck is the maximum height.

5

According to a practical embodiment of the invention, the link is formed by a middle yoke of the carriage and rotatable about a horizontal axis, and a perpendicular to the yoke extending bolt which is placed in a carrier bag connected to the connecting goods carriage or the bridging bridge respectively. This results in a particularly simple, robust and space-saving construction of the joints formed with two perpendicularly spaced rotational axes.

In an alternative embodiment, the joint is formed by a vertical bearing bolt 15 and a spherical bearing surface mounted on the bolt. Such a link has in practice proved to be suitable.

In the drawing, various exemplary embodiments of the railway tightness are illustrated, and here show: 20 fig. 1 is a schematic view of a railroad unit consisting of two pairs of carriages, each with a two-boogie rail freight wagon and a connecting carriage with only one boogie; FIG. 2 is a side view similar to FIG. 1, wherein the railway train unit consists of a two-boogie rail freight wagon and three connecting wagons, each with only one boogie; 3 is a side view similar to FIG. 1 and 2 of an embodiment of the railroad train according to the invention, in which the train unit consists of two rail freight wagons with two boogies, a connecting carriage with only one boogie and an overhead bridge without boogies, 33 fig. 4 is a plan view of an end of a rail freight car, on which the non-boogie-shaped end of the undercarriage of a connecting carriage or the end of an overhead bridge is supported, and with a first embodiment of a link for transmitting the horizontal pulling and compressive forces, DK 168369 B1 6 FIG. 5 is a side view of the embodiment of FIG. 4 shows the support of the two chassis in the region of the extremely longitudinal supports; FIG. 6 is a vertical longitudinal section along line VI-VI of FIG. 4 through the first embodiment of the joint; FIG. 7 is a view of FIG. 4 is a plan view similar to another embodiment of the joint, and FIG. 8 is a view of FIG. 6 corresponding to longitudinal section along line VIII-VIII in fig. 7th

The FIG. 1-3 has a consistently low cargo floor and is particularly intended for the transport of road transport vehicles. In each of Figures 1-3, one shows a tow truck Zf and a trailer Ah consisting of truck car trains and one of a tow truck Zm with a semi-trailer Sa consisting of semi-trailer. Entry and disassembly of these road transport vehicles takes place at the ends of the railway train, as the 20 road transport vehicles can travel over the entire length of the train unit due to the continuous low-lying bottom of the train.

Each of the FIG. 1-3 are comprised of at least one rail freight wagon E, provided at each end of its chassis 1 with a boogie 2. In the exemplary embodiment shown, the boogies are four-axis boogies.

On the chassis 1 of this rail freight wagon E fitted with two boogies 2, one end of the chassis is provided with a connecting carriage A, which is only provided with a boogie 2 at its other end, enclosed in the area by one of the rail freight wagon E's boogies 2. of the trolley A's chassis 1 on the rail freight trolley E, the part of the vertical forces exerted by the trolley A which is not absorbed by the trolley A's boogie 2 is transferred to the trolley E.

In the embodiment shown in FIG. 1, the railroad coupler is made up of two carriage pairs each with a rail freight wagon E and a coupling wagon A. The carriages are interconnected using low-lying buffers 3, whereas at the ends of the railroad train rotatable end pieces 4 are arranged with semen. bumpers so that the train unit can be connected to other rail freight wagons. Each of a rail freight wagon E and a wagon A 5 consisting of wagon pairs serves to take up a lorry car or a semitrailer.

In the embodiment shown in FIG. 2, the railroad train unit consists of only one rail freight wagon E and three connecting wagons A, 10 of which each with its end formed without a boogie 1 are mounted on the end of the previous rail freight wagon E or coupling car A. In this second embodiment the truck is therefore on the rail freight train. E and the first for coupling trolley A, while the trolley train stands on the second and third trolley A. Also in this embodiment, each end of the train unit is provided with a removable or rotatable end piece 4 with the usual traction and shock devices. The last coupling trolley A is to extend the end piece 4 at its end extended beyond the boogie 2.

20

The FIG. 3 shows a railway train unit having at its front and rear end a rail freight wagon E with two boogies 2. The two rail freight wagons E are each provided at their free end with an end piece with usual pulling and bumping devices for coupling with usual rail freight wagons. While on the right-hand end of the left rail freight wagon E, the non-boogie-shaped end of a tow truck A carrying the trailer trailer Ah is mounted, an over-30 between the chassis 1 of this wagon A and the right rail wagon E is mounted. bridge bridge B, which does not have boogies. The vertical loads exerted by this bridging bridge B resulting from the weight of the towing vehicle Zm and part of the coupling car Sa are thus transferred over the chassis 1 to the adjacent boogies 2 of the coupling car A and the rail freight car E.

35

The transfer of these vertical loads from one to the other chassis 1 is shown by means of an embodiment in fig. 4-6. These figures are the outermost longitudinal supports 5 of the rail freight wagon E, each at their end provided with a recessed DK 6. 369 B1 8 bearing plate 6. On each of these bearing plates 6 the end piece 7 of the outermost longitudinal support 8 is supported by the connecting carriage A or the overhead bridge B respectively. For transferring these vertical loads to the boogie 2's track bearing, the extremely longitudinal supports 5 of the rail freight car E and the extremely longitudinal carriers 8 of the connecting carriage A in the area of the boogie 2 are connected to each other by means of a cross beam 9. This cross beam 9 can be seen in floor plan of fig. 4 and in section in FIG. 6. In particular, the sectional view of FIG. 6 shows that the vertical forces in this way 10 are safely transferred to the track bearing 10 on the boogie 2, whose four wheel sets are shown in broken lines in FIG. 4 and 6.

Since the end pieces 7 and the bearing plates 6 at the extremely longitudinal supports 5 and 8 can only be transferred vertical forces I5 between the chassis 1, further measures for transferring the horizontal tensile and compressive forces are necessary. To this end, the freight trolley E's, the coupling trolley A's and also the bridging bridge B's chassis are connected to one another by means of a link 11 which, in the same way as a cardan suspension, has two perpendicular axes 20 running at right angles. This link is located in the longitudinal center of the carriage and outside the track bed 10. of the relevant boogie 2. The drawing shows two exemplary embodiments for this link 11.

As seen in the FIG. 4 and 6, this link 11 is positioned at the middle longitudinal supports 12 of the freight car E of the trolley E and the coupling car A respectively. In the first embodiment, the link consists of a yoke 13 rotating about a horizontal axis between the middle longitudinal carriers. 12, and carries a vertical bolt 14 which is in turn rotatable in a bore in a horizontal support lug 15 formed midway between the median longitudinal supports 16 of the coupling car A or the overhead bridge B, respectively.

The FIG. Thus, joints 11 shown in Figures 4 and 6 have a horizontal pivot axis a 33 (see Fig. 4) and a vertical pivot b, so as to obtain movement on all sides which precludes the transfer of vertical forces but allows the transfer of horizontal pulling and compressive forces as well as a certain position between the rail freight car E and the connecting carriage A or the overhead bridge B, respectively, as is necessary when driving the railroad train through curves or over ramps.

The FIG. 7 and 8, the second embodiment example of link 11 shows 5 a structure in which this link 11 is formed by a vertical bearing bolt 17 and a pivot bearing 18 having a spherical bearing surface 18 mounted thereon. Also, this embodiment has a horizontal pivot axis a (see Fig. 7) due to the spherical configuration of the pivot 18, as well as a vertical pivot axis b (see Fig. 8), so that the link 11 of Figs.

10 7 and 8 are also capable of transmitting the horizontal traction and compressive forces between the rail freight car E and the connecting car A and the overhead bridge B., even when driving the railroad train, through curves and ramps.

15 20 25 30 35

Claims (6)

1. Railroad trolley with a low-lying, trolley floor, in particular for the transport of lorry cars, and consisting of at least one rail freight wagon (E), provided at each end of its chassis (1) with a boogie (2) and adapted to loading and unloading from the end, and at least one further carriage (A) also having a low-lying carriage bottom, and in which toggle all the freight wagons are closely interconnected, in that a connecting carriage (A), which is provided at one end only with a boogie (2), for transferring vertical forces, is mounted with its other end of its chassis on the chassis (1) of the two-boogie (E) rail freight car (E) at least near one of its two boogies (2) and for transferring the horizontal tensile and compressive forces associated with the rail freight (1) of the railroad car (E) by means of a link (11) with two perpendicular axes (a, b), characterized in that end pieces (7) on the coupling trolley (A) guide rails (8) in the middle region of the boogie (2) are supported on the carrying carriage (E respectively). A) support plates, whereby the support surfaces of these support plates are recessed in relation to the extremely longitudinal supports. Railway tightness according to claim 1, characterized in that a further connecting carriage (A) for transmitting vertical forces 25 can be mounted with the end of its chassis on the chassis (1) of the first connecting carriage (A) near its boogie (2) and likewise by means of a joint (11) having two rotational axes (a, b) perpendicular to each other, are connected to the base (1) of the supporting coupling car (A). 30 Railway tightness according to Claim 1 or 2, characterized in that between the two carriages (E, A) chassis (1) is arranged a bridging bridge (8) without boogies and whose vertical loads are transferred exclusively to the chassis (1) and if horizontal tensile and compressive forces are transmitted exclusively over the joints (11). Railway traction unit according to claims 1-3, characterized in that the ends of the coupling carriage (A) and of the external longitudinal drag (8) of the connecting bridge (B) at the middle of the boogie (2) are supported at the outermost position of the carriage (E, A). longitudinal supports (5,8) connected to each other by means of a cross beam (9) supported at its center on the groove bearing (10) of the boogie (2). Railroad traction according to at least one of claims 1-4, characterized in that the link (11) for transmitting the horizontal pulling and compressive forces is placed in the longitudinal center of the carriage and outside the track bearing (10) of the boogie (2). Railway tightness according to claim 5, characterized in that the link (11) is formed by a middle longitudinal support (12,16) of the carriage (E, A) arranged on a horizontal axis (a) pivotal yoke (13) and a perpendicular to the the yoke (13) extending bolt (14) disposed in a carrier bag (15) connected to the luggage carriage (A) and to the overhead bridge (14) respectively. Railway tightness according to claim 5, characterized in that the link (11) is formed by a vertical bearing bolt (17) and a spherical bearing surface (18) arranged on the bolt (17). 20 25 30 35