EP0019098B1 - Railway waggon - Google Patents

Abstract

1. A railway freight car for a train unit with a continuous low-lying car floor (W), in particular for transporting road vehicles, and consisting of serval low-floor cars (E, M) with small wheels and closely coupled to each other, or which the respective cars (E) disposed at the ends comprise a head unit (K) lying above the car floor (W) and possessing train drawgear and buffers, and able to be swivelled about a shaft out of the region of the loading surface in order to allow end loading and unloading of the train unit, characterised in that the head units (K) of the cars (E) disposed at the ends of the train unit are supported on both sides on the vehicle underframe by means of a respective perpendicular shaft (11) lying outside the car floor (W), and can at choice be either removed or be swivelled about one of the shafts (11).

Description

The invention relates to a railway freight wagon for a train unit consisting of a plurality of low-floor, short-coupled and small-sized wagons with a continuous low-lying wagon floor, in particular for the transport of road vehicles, the wagons of which are arranged at the ends of a headpiece above the wagon floor with train and Have push devices which can be pivoted out about an axis for frontal loading and unloading of the train unit from the area of the loading area.

Railway freight wagons of the type described above are known from DE-B-1 287 104. In these rail freight wagons which can be put together to form a train unit, the head pieces are pivoted about at least one horizontal axis at the ends of the underframe formed with a deep wagon floor, so that they can be lowered below the level of the wagon floor. This lowering is done either by a parallel shift using one or two pairs of links or by a kind of folding process by 180 °.

Since the lowerable head pieces of the type known from DE-B-1287104 must be in the one end position in the predetermined height of normal pulling and pushing devices, they inevitably have the necessary dimensions in the vertical direction which are used to bridge the height difference between the above-mentioned upper end position and the lower wagon floor are required. This results in a certain minimum height for the car floor not only in the embodiment with a foldable head piece, but also in the embodiments with a parallel lowerable head piece. A further lowering of the car floor cannot be achieved with the lowerable head pieces of the known type because these head pieces would lay on the upper edge of the rail in the event of a greater lowering, thereby preventing a further lowering movement.

Because in a train unit made of railway freight wagons according to DE-B-1 287 104, all wagons are equipped with lowerable headboards at both ends, the known design results in the design-related minimum height for the continuous low-lying wagon floor. In order to be able to transport semitrailers, it was therefore necessary to provide lowerable pockets for the axles of the semitrailers in the loading floor of the rail freight wagons so that they lie within the clearance profile during transport.

DE-B-1 189 111 also shows a railway freight wagon of the type initially assumed to be known, the head piece being removable from the area of the loading area for front loading and unloading of the train unit. This known design has an elaborate construction, in which the forces from the buffer shocks, which may take place at a corner, must also be introduced into the middle long girders of the vehicle underframe. However, such a construction requires a very complex design of the removable attachment acting as a head piece.

In addition to train units made of low-floor rail freight cars with lowerable or removable head pieces, train units for the transport of road vehicles are known whose low-floor cars can be coupled to the locomotive or to the train's normal rail freight cars by means of end-mounted adapter cars. The disadvantage of the train units to be coupled by means of adapter carriages is that these adapter carriages must always be carried along empty, so that transport space is lost. There is also a certain loss of transport space in the low-floor wagons with lowerable head pieces, but this loss is only slight.

The invention has for its object to provide a railway freight wagon of the type described above, the loading area which is continuously accessible over the entire length of the train unit is so close to the top edge of the rail that, apart from containers, swap bodies and large piece goods, all road vehicles, such as trucks, truck trailers , Articulated lorries and semitrailers can be transported within the clearance profile without measures for lowering the load being necessary, and that the train unit thus formed can nevertheless be coupled directly with conventional railroad cars without the use of special end wagons; freight wagons can be coupled within a train set.

The solution to this problem by the invention is characterized in that the head pieces of the wagons arranged at the ends of the train unit are mounted on both sides by means of a vertical axis lying outside the wagon floor, both removable and optionally pivotable about one of the axes on the vehicle undercarriage.

This proposal of the invention results in a number of advantages over the known prior art. The main advantage is that the continuous low-lying carriage floor of the train unit on the one hand due to the short coupled cars and on the other hand through the inventive design of the head pieces arranged exclusively at the ends of the train unit to a lower minimum height above the rail edge can be lowered so that trucks and semitrailers can be moved up and down over the front of the train unit and transported on the train unit without special measures on the car floor, such as pocket-shaped training for the wheels, lowering the motor vehicles to ensure compliance with the Clearance profile is required. This not only gives the advantage of easier and faster loading and unloading, but also the possibility of using the loading area considerably more cheaply, since the location is not prescribed for the individual motor vehicles. The load capacity of the train unit is significantly increased in this way.

Since the head pieces according to the invention are only arranged at the ends of the traction unit, the construction effort is also considerably reduced by the invention. While there are two lowerable headers for each rail freight wagon in the known prior art, two headers are sufficient for the entire train unit according to the invention, and it is also possible to design each of the rail freight wagons according to the invention with the necessary connections for the head pieces according to the invention. In this way, each car can be formed into a so-called end car, which considerably simplifies the assembly of train units according to the invention. The vertical axes of the head piece lying outside the car floor according to the invention not only allow a complete removal of the head piece, for example by means of a forklift, but also an optional pivoting to one side or the other, so that all necessary options are given when loading and unloading the train unit are in order to enable unhindered loading and unloading of the train unit through the head pieces.

In a preferred embodiment of the invention, each head piece consists of a buffer beam which carries the normal pulling and pushing devices and which is supported at both ends on the vehicle undercarriage by at least two spaced-apart bearings. According to further features of the invention, one of the two bearings is located in the area of the buffer beam; the second bearing is located below the buffer beam and connected to it via stiffeners. This results in a particularly robust bearing for the buffer screed.

In a further development of the invention, each bearing consists of a bearing bush on the vehicle undercarriage and a bearing bush arranged on the head piece, and a bearing pin which. can be pulled out of one of the bearing bushes in the axial direction. In addition to a simple construction, this results in a particularly simple possibility for the release of one end of the buffer beam so that it can be pivoted about the other end.

If the bearing bolts of superimposed bearings are connected via a handlebar to a common crank disc, which can be rotated by means of a lockable hand lever, both bearing bolts can be moved together in the axial direction to release the associated end of the buffer beam, so that they disengage from one of the two bearing bushes , which together with the bearing pin form the swivel bearing. In an alternative embodiment of the invention, the bearing bolts can also be pulled out of one of the bearing bushes in the axial direction by means of a power-operated device.

With the invention it is further proposed to mount the bearing bolts with the handlebars, the crank disk and the hand lever on the head piece, so that there is a particularly simple arrangement and accommodation of those parts which cause the buffer screed to be detached from the vehicle undercarriage.

In a preferred embodiment of the invention, finally, the floor of the end car and the middle car is formed outside the area of the bogies from parallel to each other and at a distance from each other, so that in addition to a simple design for determining the adjustable wheel cover results in an execution that also unfavorable weather conditions, such as rain or snow, enable safe driving on the loading area; in addition, there is a certain degree of self-cleaning of the loading area due to the possibility that larger contaminants also fall through the distances between the profiles.

• Fig. 1 eine Seitenansicht einer aus zwei Endwagen und vier Mittelwagen bestehenden Zugeinheit,
• Fig. 2 eine Seitenansicht eines Endwagens in vergrößertem Maßstab,
• Fig. 3 eine Draufsicht auf den in Fig. 2 dargestellten Teil des Endwagens,
• Fig. 4 eine Seitenansicht der Verbindung zwischen zwei Mittelwagen in vergrößertem Maßstab,
• Fig. 5 eine Draufsicht auf die in Fig.4 dargestellten Teile der beiden Mittelwagen,
• Fig. 6 einen Querschnitt durch die Ladefläche gemäß der Schnittlinie VI-VI in Fig. 5,
• Fig. 7 eine Stirnansicht eines Endwagens,
• Fig. 8 eine teilweise geschnittene Stirnansicht des in Fig. 7 gezeigten Kopfstückes in vergrößertem Maßstab,
• Fig. 9 einen senkrechten Schnitt gemäß der Schnittlinie IX-IX in Fig. 8 und
• Fig. 10 eine Draufsicht auf Fig. 9.

An exemplary embodiment of the traction unit according to the invention is shown in the drawing, namely:

• 1 is a side view of a train unit consisting of two end cars and four intermediate cars,
• 2 is a side view of an end car on an enlarged scale,
• 3 is a top view of the portion of the end car shown in FIG. 2;
• 4 is a side view of the connection between two intermediate cars on an enlarged scale,
• 5 is a plan view of the parts of the two intermediate cars shown in FIG. 4,
• 6 shows a cross section through the loading area along the section line VI-VI in FIG. 5,
• 7 is an end view of an end car,
• 8 is a partially sectioned front view of the head piece shown in FIG. 7 on an enlarged scale,
• Fig. 9 is a vertical section along the section line IX-IX in Fig. 8 and
• 10 is a top view of FIG. 9.

The train unit shown in two superimposed levels in Fig. 1 consists of low-floor rail freight wagons with small wheels and is intended for the transport of road vehicles and containers, 1 a semitrailer, two trucks consisting of a tractor and trailer, two semitrailers without a tractor and two containers are shown. The train unit shown has two end carriages E and four intermediate carriages M, each of which is short-coupled and forms a continuous loading area that can be driven from the front. Each end car E has a head piece K lying above the floor level of the loading area, which is shown on an enlarged scale in FIGS. 2 and 3 and is mounted so that it can be removed from the area of the loading area. The loading area results from the low-lying car floor W, which runs at the same height for the middle car M and the end car E.

The end and middle wagons E and M shown on an enlarged scale in FIGS. 2 to 7 each have a base frame 1, which is formed by two middle long beams 1a, two outer long beams 1b and several crossbeams 1c and, in the embodiment shown, on two four-axle bogies 2 is supported. The outer long beams 1b are trough-shaped upwards and provided with a wheel guide profile 1d in the area of the car floor W. While in the area of the bogies 2 the car floor W is formed by a cover plate 3 provided with a plurality of bottom flaps 3a, the car floor W outside the area of the bogies 2 consists of profiles 4 lying parallel to one another in the transverse direction and at a distance from one another, so that the vehicles are on the wagon floor 4 worn dirt can fall down. The bottom flaps 3a in the area of the bogies 2 facilitate access to the parts of the rail vehicles located in this area.

As can be seen in particular in FIGS. 4 and 5, the end wagons E and middle wagons M are short-coupled to one another by buffers 5 and pulling devices 6. The coupling space resulting between the end car E and middle car M or between adjacent middle cars M is bridged by drive-over bridges 7.

The headers K arranged on the free end faces of the end car E, which lie above the loading area for coupling the train unit to a locomotive or to normal rail vehicles, consist in the illustrated embodiment of a buffer board 8, which has two normal side buffers 9 and a train coupling 10 of a known type carries and is optionally pivotable about one of two axes 11. These axes 11 lie outside the carriage floor W, as can be seen in particular in FIG. 1, so that the head piece K can either be swiveled out of the area of the loading area to the right or left in accordance with the dash-dotted lines in FIG. 3, or can be removed completely to form an end face Allow loading or unloading of the train unit via fixed ramps.

In the embodiment shown, each of the axes 11 recognizable in the top view in FIG. 3 is formed by two bearings 12 lying one above the other at a distance, which are shown in an enlarged illustration in FIGS. 9 to 10. These representations in conjunction with FIG. 7 show that one of the two bearings 12 is arranged in the area of the buffer beam 8 and the second bearing 12 is arranged below the buffer beam 8, this second bearing being connected to the buffer beam 8 via stiffeners 13.

Each bearing consists of a bearing bush 12a arranged on parts of the vehicle underframe 1, a bearing bush 12b arranged on parts of the head piece K and a bearing bolt 12c which is normally located within both bearing bushes 12a and 12b and fixes the head piece K on the vehicle underframe. To pivot the head piece K, the bearing bolts 12c can be pulled out either in the axial direction from the bearing bushes 12a of the vehicle underframe 1 or from the bearing bushes 12b of the head piece K, whereby one of the two ends of the head pieces K is released for pivoting.

In the illustrated embodiment according to FIGS. 10 to 10, the bearing bolts 12c are mounted on the head piece K. They can be moved in the axial direction by means of a lockable hand lever 14. For this purpose, the hand lever 14 is fastened to a shaft 15 which is rotatably mounted in the head piece K and carries a crank disk 16. This crank disc 16, which is fastened in a rotationally fixed manner on the shaft 15, is connected to links 17, the other ends of which engage on bearing bolts 12c lying one above the other. After the hand lever 14 has been released, the shaft 15 and thus the crank disk 16 can be rotated with the aid thereof, the associated bearing bolts 12c of the bearings 12 arranged on one side being pulled out of the bearing bushes 12a in the axial direction via the links 17. As a result, the head piece K is released for pivoting. If the bearing bolts 12c are pulled out of the bearing bush 12a on both sides of the head piece K, the head piece K can be completely removed from the vehicle underframe 1.

Through the arrangement and design of the headers K described above, any loss of loading space is avoided in the train unit and, at the same time, a particularly simple possibility is created for an end-to-end transition between the loading area of the train formed by the carriage floor W and a stationary loading ramp. Overall, due to the low-lying wagon floors W, the end wagons E and middle wagons M, which are in turn coupled to each other without loss of loading space, result in a running over the entire length of the train unit. low-floor loading area che, which can thus be easily loaded with both road vehicles and containers.

Claims (8)

1. A railway freight car for a train unit with a continuous low-lying car floor (W), in particular for transporting road vehicles, and consisting of serval low-floor cars (E, M) with small wheels and closely coupled to each other, of which the respective cars (E) disposed at the ends comprise a head unit (K) lying above the car floor (W) and possessing train drawgear and buffers, and able to be swivelled about a shaft out of the region of the loading surface in order to allow end loading and unloading of the train unit, characterised in that the head units (K) of the cars (E) disposed at the ends of the train unit are supported on both sides on the vehicle underframe by means of a respective perpendicular shaft (11) lying outside the car floor (W), and can at choice be either removed or be swivelled about one of the shafts (11).

2. A railway freight car as claimed in claim 1, characterised in that each head unit (K) consists of a buffer beam (8) which carries the normal train drawgear und buffers, and which at each of its two ends is supported on the vehicle underframe (1) by at least two bearings (12) lying spaced-apart one above the other.

3. A railway freight car as claimed in claim 1 and 2, characterised in that one of the two bearings (12) lies in the region of the buffer beam (8), and the second bearing (12) is disposed below the buffer beam (8) and is joined to this latter by means of struts (13).

4. A Railway freight car as claimed in claims 1 to 3, characterised in that each bearing (12) consists of bearing bushes (12a, 12b), one disposed on the vehicle underframe (1) and one disposed on the head unit (K), and a bearing pin (12c) which can be withdrawn from one of the bearing bushes (12a or 12b) in an axial direction.

5. A railway freight car as claimed in claim 4, characterised in that the bearing pins (12c) of superposed bearings (12) are connected by linkages (17) to a common crank disc (16), which is rotatable by means of a lockable hand lever (14).

6. A railway freight car as claimed in claim 4, characterised in that the bearing pins (12c) can be withdrawn in an axial direction from one-of the bearing bushes (12a or 12b) by means of a power-operated device.

7. A railway freight car as claimed in claim 4 and 5, characterised in that the bearing pins (12c) together with the linkages (17), the crank disc (16) and hand lever (14) are supported on the head unit (K).

8. A railway freight car as claimed in at least one of claims 1 to 7, characterised in that the car floor (W) of the end cars (E) and the middle cars (M) is formed, outside the region of the Bogie (2), by structural sections (4) lying parallel to each other and spaced-apart from each other.

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