EP0249693B1 - Struts for railway goods vans, especially flat cars - Google Patents

Struts for railway goods vans, especially flat cars Download PDF

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Publication number
EP0249693B1
EP0249693B1 EP87104670A EP87104670A EP0249693B1 EP 0249693 B1 EP0249693 B1 EP 0249693B1 EP 87104670 A EP87104670 A EP 87104670A EP 87104670 A EP87104670 A EP 87104670A EP 0249693 B1 EP0249693 B1 EP 0249693B1
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EP
European Patent Office
Prior art keywords
support leg
support
railway freight
wagons
lever
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP87104670A
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German (de)
French (fr)
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EP0249693A3 (en
EP0249693A2 (en
Inventor
Walter Schmidt
Hans-Georg Dipl.-Ing. Haun
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alstom Transport Deutschland GmbH
Original Assignee
Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH
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Publication date
Application filed by Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH filed Critical Linke Hofmann Busch Waggon Fahrzeug Maschinen GmbH
Priority to AT87104670T priority Critical patent/ATE56924T1/en
Publication of EP0249693A2 publication Critical patent/EP0249693A2/en
Publication of EP0249693A3 publication Critical patent/EP0249693A3/en
Application granted granted Critical
Publication of EP0249693B1 publication Critical patent/EP0249693B1/en
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    • 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
    • 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

Definitions

  • the invention relates to a support for rail freight wagons, in particular for flat wagons according to the preamble of claim 1.
  • the suspension of the flat car yields until the foot plates of the supports - as a rule, there are two supports per end face, i.e. H. one per rail track, provided - rests on the top edge of the track. Further yielding of the suspension is reduced as well as lifting the flat car at the other end.
  • Previously known supports of this type consist, for example, of support legs which can be extended continuously by rotating a spindle. It is also known to design supports in a telescopic manner, a lower support leg part which can be displaced vertically relative to the carriage-fixed support leg support being fixed by means of a hole pattern and bolts (magazine "Logizing, Kunststofftechnik undplastics", Issue 4, Dec. 1971, pages 130-131).
  • the present invention has for its object to provide a generic support in such a way that it further avoids the disadvantages of the prior art shown and in particular meets the requirements for ease of use, smooth operation and operational safety, with the dwell times in the danger zone of the track for the actuation of the Support should be reduced.
  • the support 1 according to the invention is arranged on the underframe 2 in the area of the head pieces 3 of a rail freight wagon in each case approximately in the plane of the wheel tires.
  • the support 1 is designed as a two-part support leg, the upper part of which is referred to as the support leg bracket 1 a and is firmly connected to the head piece 3 at its upper end.
  • a pivotable support leg 1 b and an arrangement 5 for locking and unlocking the pivotable support leg 1 b are provided in its two possible end positions.
  • the support leg bracket 1a is designed as a hollow profile, in particular as a tube, and extends from the base frame 2 in the plane of the wheel tires in the direction of the associated rail track.
  • the fixed connection of the support leg bracket 1a to the base frame 2 can take place via welded-on web plates 6.
  • a U-shaped bracket 7 is connected laterally in the direction of the longitudinal side of the rail freight wagon to the support leg 1 a, the legs 7 a and 7 b within the outer dimension or the diameter of the support leg 1 a parallel to the head piece 3 are arranged.
  • a further U-shaped bracket 8 is arranged somewhat above the bracket 7, so that the arrangement on the support leg bracket 1a according to FIGS and Figure 3.
  • a bolt 9 extends from the web 7a to the web 7b of the bracket 7 and supports a preferably paired bearing web 10 which carries the pivotable support leg 1b at its other end.
  • the formation of the pair of bearing webs 10 enables the support leg 1b to assume the first end position, the position of use, the support leg 1b being arranged in the extension of the central axis of the support leg bracket 1a.
  • the support leg 1b At the upper end of the support leg 1b are provided in a comparable arrangement and orientation as the brackets 7 and 8, each offset by 180 ° on the circumference of the support leg 1b wing plates 11 and 12, the inner wing plate 12 pointing to the longitudinal center plane of the rail freight wagon over the extends the upper end of the support leg 1 b in the region of the support leg bracket 1 a.
  • Perpendicular to the wing plates 11 and 12 are holding elements 13 and 14 arranged, each protruding a predetermined amount in the middle of the associated wing plate 11 or 12 beyond the diameter dimension of the support leg.
  • a support leg foot plate 4 is attached.
  • a pair of angle levers 16 which, by means of the web 18, form a unit, with a lever arm 16a, which in this example is arranged horizontally and points to the long side of the railway freight wagon, and with a lever arm 16b, which is oriented downwards, for example, perpendicular to it.
  • the lever arm 16b has a recess 17b which engages behind the holding element 14 in the use position, so that the pivotable support leg 1b is locked.
  • the lever arm 16a has a recess 17a at its free end, which in the second end position of the support leg 1a, in the rest position, engages behind and locks the holding element 13 when the support leg 1a is pivoted.
  • Both lever arms 16a and 16b each have at their ends a run-on slope 19a and 19b, the orientation of which is directed obliquely downwards from both sides to the central plane of the support leg.
  • a stop 20 on the support leg bracket 1a determines the position of the angle lever 16 in the end positions.
  • an actuator 21 is arranged at the end of the lever arm 16b.
  • the angle lever 16 mounted in the bracket 8 is raised by means of the actuating member 21 to such an extent that the recess 17b in the lever arm 16b releases the holding element 14 locked there and pivots of the support leg 1 allows.
  • the support leg 1 b is pivoted outward about the bolt 9 parallel to the end face by 180 ° , so that the support leg 1 b is laterally offset due to the design of the bearing web 10 in the direction of the long sides of the rail freight wagon.
  • the holding element 13 Shortly before reaching the rest position, the holding element 13 strikes the run-up slope 19a of the lever arm 16a and raises the angle lever 16 as the support leg 1b is pivoted further until the holding element 13 slides into the recess 17a of the lever arm 16a, the angle lever 16 again assumes its starting position and thereby locks the support leg 1 in its upper end position, the rest position.
  • the arrangement and design of the actuator 21 in the area of the longitudinal side of the wagon and the design of the support shown allow operation by foot without having to step into the direct danger zone of or within the track.
  • the actuation of the angle lever 16 and the pivoting of the support leg 1b can be automated, for example with the aid of hydraulically, pneumatically or electrically actuated actuating means, which can also bring about a simultaneous or successive pivoting of several support legs.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Manufacture Of Macromolecular Shaped Articles (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Arc-Extinguishing Devices That Are Switches (AREA)

Abstract

1. A support (1) for railway freight wagons, in particular flat wagons, arranged in the region of the headstock (3) and designed as a two-part support leg comprising an upper support leg mounting (1a) fixed to the wagon and a lower support leg (1b) which can be brought into the position of use or rest relative thereto and locked therein, and which in the position of use is maintained at a distance from the upper edge of the rail, characterised in that at the lower end of the support leg mounting (1a), the lower support leg (1b) can be swivelled in parallel to the headstock (3) of the railway freight wagon and in the rest position relative to the position of use is arranged in the same plane outwardly offset in the direction of the longitudinal side of the railway freight wagon, that in the position of use the support leg (1b) is arranged in an extension of the central axis of the support leg mounting (1a) where the end faces of the support leg mounting (1a) and of the support leg (1b) abut against one another, and that one single arrangement (5) effects and secures the locking and unlocking of the swivelling support leg (1b) both in the position of use (Fig. 1) and in the rest position (Fig. 3).

Description

Die Erfindung betrifft eine Abstützung für Eisenbahngüterwagen, insbesondere für Flachwagen nach dem Oberbegriff des Anspruchs 1.The invention relates to a support for rail freight wagons, in particular for flat wagons according to the preamble of claim 1.

Zum Be- und Entladen von Eisenbahngüterwagen, insbesondere von Flachwagen, ist oftmals ein Erreichen der Ladefläche von der Stirnseite aus erwünscht und erforderlich. Der Vorgang des Überfahrens der Stirnseite beansprucht bei sehr schweren Lasten, beispielsweise bei Kettenfahrzeugen, die Wagenkonstruktion erheblich, insbesondere bei nicht höhengleichen Rampen, da die bewegten Lasten bzw. Massen die Konstruktion schlagartig und einseitig beaufschlagen. Besonders die Drehgestelle sind im Hinblick auf derartige Beanspruchungen gegen unzulässige Verformungen, gegen Ausheben aus der Zapfenlagerung und gegen Aushebung aus dem Gleis zu schützen. Zum Schutz der Flachwagen ist es bekannt, an den Stirnseiten der Flachwagen Abstützungen anzuordnen, deren Fußplatten auf Abstand zur Schienenoberkante gehalten sind. Beim Überfahren der Stirnseite mit schweren Lasten gibt die Federung des Flachwagens nach, bis die Fußplatten der Abstützungen - im Regelfall sind jeweils zwei Abstützungen je Stirnseite, d. h. je Schienenstrang eine, vorgesehen - auf der Schienenoberkante aufliegt. Ein weiteres Nachgeben der Federung wird ebenso vermindert wie ein Ausheben des Flachwagens am anderen Ende.In order to load and unload railway freight wagons, especially flat wagons, it is often desirable and necessary to reach the loading area from the front. The process of driving over the end face places a considerable strain on the car construction in the case of very heavy loads, for example in the case of tracked vehicles, in particular in the case of ramps which are not of the same height, since the moving loads or masses suddenly impact the construction on one side. The bogies in particular are to be protected against impermissible deformations, against lifting out of the journal bearing and against lifting out of the track with regard to such loads. To protect the flat wagons, it is known to arrange supports on the end faces of the flat wagons, the base plates of which are held at a distance from the top edge of the rail. When heavy loads are passed over the end face, the suspension of the flat car yields until the foot plates of the supports - as a rule, there are two supports per end face, i.e. H. one per rail track, provided - rests on the top edge of the track. Further yielding of the suspension is reduced as well as lifting the flat car at the other end.

Bisher bekannte Abstützungen dieser Art bestehen beispielsweise aus stufenlos durch Drehen einer Spindel ausfahrbaren Stützbeinen. Auch ist es bekannt, Abstützungen teleskopartig auszubilden, wobei ein unteres gegenüber dem wagenfesten Stützbeinbock vertikal verschiebbares Stützbeinteil mittels Lochraster und Bolzen festlegbar ist (Zeitschrift "Logistik, Technik und Versorgung", Heft 4, Dez. 1971, Seite 130 - 131).Previously known supports of this type consist, for example, of support legs which can be extended continuously by rotating a spindle. It is also known to design supports in a telescopic manner, a lower support leg part which can be displaced vertically relative to the carriage-fixed support leg support being fixed by means of a hole pattern and bolts (magazine "Logistik, Technik und Versorgungs", Issue 4, Dec. 1971, pages 130-131).

Beide vorgenannten Abstützungen sind - so zeigt es die Praxis - umständlich und zeitaufwendig oftmals auch schwergängig zu bedienen. Neben der steigenden latenten Gefährdung für das Bedienungspersonal bei steigenden Verweilzeiten im direkten Gleisbereich für das ordnungsgemäße Betätigen der Abstützung sind auch erschwerte Einsatzbedingungen bei ungünstiger Witterung, wie Regen, Schnee und Glätte zu bedenken. Beispielsweise ist es bei der Abstützung mit Lochraster und Bolzen oft schwierig oder unmöglich, die Arretierung der Teleskopteile vorzunehmen, da verbogene oder entfernte Bolzen die Verwendung der Abstützung unmöglich machen.Both of the above-mentioned supports are - as practice shows - cumbersome and time-consuming to operate, often also with difficulty. In addition to the increasing latent danger for the operating personnel with increasing dwell times in the direct track area for the correct operation of the support, difficult operating conditions in unfavorable weather conditions, such as rain, snow and slippery surfaces must also be considered. For example, it is often difficult or impossible to lock the telescopic parts when supporting with a grid of holes and bolts, since bent or removed bolts make it impossible to use the support.

Daher liegt der vorliegenden Erfindung die Aufgabe zugrunde, eine gattungsgemäße Abstützung derart auszubilden, daß sie die Nachteile des aufgezeigten Standes der Technik weitergehend vermeidet und insbesondere den Anforderungen nach Bedienungsfreundlichkeit, Leichtgängigkeit und Betriebssicherheit gerecht wird, wobei die Verweilzeiten im Gefahrenbereich des Gleises für die Betätigung der Abstützung zu vermindern sind.Therefore, the present invention has for its object to provide a generic support in such a way that it further avoids the disadvantages of the prior art shown and in particular meets the requirements for ease of use, smooth operation and operational safety, with the dwell times in the danger zone of the track for the actuation of the Support should be reduced.

Zur Lösung dieser Aufgabe ist die gattungsgemäße Abstützung erfindungsgemäß so auszubilden, wie im kennzeichnenden Teil des Anspruchs 1 angegeben.To solve this problem, the generic support according to the invention should be designed as specified in the characterizing part of claim 1.

Ein Ausführungsbeispiel der Erfindung ist in der Zeichnung dargestellt und wird im folgenden näher beschrieben. Dabei wird auch auf die in den Unteransprüchen gekennzeichneten vorteilhaften Weiterbildungen des Gegenstandes der Erfindung eingegangen. Die Zeichnung zeigt dazu in

  • Fig. 1 die Abstützung. in Gebrauchslage mit ausgeschwenktem Stützbein in Seitenansicht;
  • Fig. 2 die Abstützung gemäß Fig. 1 im Schnitt I - I;
  • Fig. 3 die Abstützung in Ruhelage mit eingeschwenktem Stützbein in Seitenansicht.
An embodiment of the invention is shown in the drawing and will be described in more detail below. The advantageous developments of the subject matter of the invention characterized in the subclaims are also discussed. The drawing shows in
  • Fig. 1 the support. in use position with the support leg swung out in side view;
  • FIG. 2 the support according to FIG. 1 in section I - I;
  • Fig. 3, the support in the rest position with the support leg pivoted in a side view.

Im Beispiel nach Fig. 1 ist die erfindungsgemäße Abstützung 1 am Untergestell 2 im Bereich der Kopfstücke 3 eines Eisenbahngüterwagens jeweils etwa in der Ebene der Radreifen angeordnet. Die Abstützung 1 ist als zweigeteiltes Stützbein ausgebildet, wobei dessen oberes Teil als Stützbeinbock 1a bezeichnet, mit seinem oberen Ende mit dem Kopfstück 3 fest verbunden ist. Am unteren Ende des Stützbeinbockes 1 a ist ein schwenkbares Stützbein 1 b und eine Anordnung 5 zur Ver- und Entriegelung des schwenkbaren Stützbeines 1 b in seinen beiden möglichen Endlagen vorgesehen.In the example according to FIG. 1, the support 1 according to the invention is arranged on the underframe 2 in the area of the head pieces 3 of a rail freight wagon in each case approximately in the plane of the wheel tires. The support 1 is designed as a two-part support leg, the upper part of which is referred to as the support leg bracket 1 a and is firmly connected to the head piece 3 at its upper end. At the lower end of the support leg bracket 1 a, a pivotable support leg 1 b and an arrangement 5 for locking and unlocking the pivotable support leg 1 b are provided in its two possible end positions.

Der Stützbeinbock 1a ist als Hohlprofil, insbesondere als Rohr, ausgebildet und erstreckt sich vom Untergestell 2 in der Ebene der Radreifen in Richtung auf den zugeordneten Schienenstrang.Die feste Verbindung des Stützbeinbockes 1a mit dem Untergestell 2 kann über angeschweißte Stegbleche 6 erfolgen. Am unteren Ende des Stützbeinbockes 1 a ist seitlich in Richtung auf die Längsseite des Eisenbahngüterwagens ein u-förmiger Bügel 7 mit dem Stützbeinbock 1 a verbunden, wobei die Schenkel 7a und 7b innerhalb der äußeren Abmessung bzw. des Durchmessers des Stützbeinbockes 1 a parallel zum Kopfstück 3 angeordnet sind. Gegenüberliegend dem Bügel 7, d. h. um 180° versetzt und zur Längsmittelebene des Eisenbahngüterwagens weisend, ist ein weiterer u-förmiger Bügel 8 etwas oberhalb des Bügels 7 angeordnet, so daß sich für die Bügel 7 und 8 die Anordnung am Stützbeinbock 1a gemäß den Figuren 1 und 3 darstellt. Ein Bolzen 9 erstreckt sich vom Steg 7a zum Steg 7b des Bügels 7 und lagert einen vorzugsweise paarig ausgebildeten Lagersteg 10, der an seinem anderen Ende das schwenkbare Stützbein 1b trägt. Die Ausbildung des Lagerstegpaares 10 ermöglicht dabei dem Stützbein 1b das Einnehmen der ersten Endlage, der Gebrauchslage, wobei das Stützbein 1 b in Verlängerung der Mittelachse des Stützbeinbockes 1 a angeordnet ist.The support leg bracket 1a is designed as a hollow profile, in particular as a tube, and extends from the base frame 2 in the plane of the wheel tires in the direction of the associated rail track. The fixed connection of the support leg bracket 1a to the base frame 2 can take place via welded-on web plates 6. At the lower end of the support leg 1 a, a U-shaped bracket 7 is connected laterally in the direction of the longitudinal side of the rail freight wagon to the support leg 1 a, the legs 7 a and 7 b within the outer dimension or the diameter of the support leg 1 a parallel to the head piece 3 are arranged. Opposite the bracket 7, ie offset by 180 ° and pointing towards the longitudinal center plane of the rail freight wagon, a further U-shaped bracket 8 is arranged somewhat above the bracket 7, so that the arrangement on the support leg bracket 1a according to FIGS and Figure 3. A bolt 9 extends from the web 7a to the web 7b of the bracket 7 and supports a preferably paired bearing web 10 which carries the pivotable support leg 1b at its other end. The formation of the pair of bearing webs 10 enables the support leg 1b to assume the first end position, the position of use, the support leg 1b being arranged in the extension of the central axis of the support leg bracket 1a.

Am oberen Endes des Stützbeines 1b sind in vergleichbarer Anordnung und Orientierung wie die Bügel 7 und 8, jeweils um 180° am Umfang des Stützbeins 1 b versetzt angeordnete Flügelbleche 11 und 12 vorgesehen, wobei das innere zur Längsmittelebene des Eisenbahngüterwagens weisende Flügelblech 12 sich über das obere Ende des Stützbeines 1 b in den Bereich des Stützbeinbockes 1 a erstreckt. Senkrecht zu den Flügelblechen 11 und 12 sind in deren oberen Bereich Halteelemente 13 bzw. 14 angeordnet, die jeweils mittig am zugeordneten Flügelblech 11 bzw. 12 einen vorgegebenen Betrag über die Durchmesserabmessung des Stützbeines hinausragen.At the upper end of the support leg 1b are provided in a comparable arrangement and orientation as the brackets 7 and 8, each offset by 180 ° on the circumference of the support leg 1b wing plates 11 and 12, the inner wing plate 12 pointing to the longitudinal center plane of the rail freight wagon over the extends the upper end of the support leg 1 b in the region of the support leg bracket 1 a. Perpendicular to the wing plates 11 and 12 are holding elements 13 and 14 arranged, each protruding a predetermined amount in the middle of the associated wing plate 11 or 12 beyond the diameter dimension of the support leg.

Am unteren Ende des Stützbeines 1 ist eine Stützbeinfußplatte 4 angebracht.At the lower end of the support leg 1, a support leg foot plate 4 is attached.

Im Bügel 8 ist über einen Bolzen 15 ein paarig ausgebildeter, vermittels Steg 18 eine Einheit bildender Winkelhebel 16 mit einem in diesem Beispiel waagerecht angeordneten zur Längsseite des Eisenbahngüterwagens weisenden Hebelarm 16a und mit einem nach unten weisenden dazu beispielsweise senkrechten Hebelarm 16b gelagert. Der Hebelarm 16b weist eine Ausnehmung 17b auf, die das Halteelement 14 in Gebrauchslage hintergreift, so daß das schwenkbare Stützbein 1 b arretiert ist. Der Hebelarm 16a weist an seinem freien Ende eine Ausnehmung 17a auf, die in der zweiten Endlage des Stützbeines 1a, in der Ruhelage, das Halteelement 13 bei geschwenktem Stützbein 1a hintergreift und arretiert.Mounted in the bracket 8 by means of a pin 15 is a pair of angle levers 16 which, by means of the web 18, form a unit, with a lever arm 16a, which in this example is arranged horizontally and points to the long side of the railway freight wagon, and with a lever arm 16b, which is oriented downwards, for example, perpendicular to it. The lever arm 16b has a recess 17b which engages behind the holding element 14 in the use position, so that the pivotable support leg 1b is locked. The lever arm 16a has a recess 17a at its free end, which in the second end position of the support leg 1a, in the rest position, engages behind and locks the holding element 13 when the support leg 1a is pivoted.

Beide Hebelarme 16a und 16b weisen jeweils an ihren Enden eine Anlaufschräge 19a bzw. 19b auf, deren Orientierung jeweils schräg nach unten von beiden Seiten zur Mittelebene des Stützbeines gerichtet ist. Ein Anschlag 20 am Stützbeinbock 1a bestimmt die Stellung des Winkelhebels 16 in den Endstellungen. Am Ende des Hebelarmes 16b ist ein Betätigungsorgan 21 angeordnet.Both lever arms 16a and 16b each have at their ends a run-on slope 19a and 19b, the orientation of which is directed obliquely downwards from both sides to the central plane of the support leg. A stop 20 on the support leg bracket 1a determines the position of the angle lever 16 in the end positions. At the end of the lever arm 16b, an actuator 21 is arranged.

Zum Verbringen des Stützbeines 1 b aus der Gebrauchslage gemäß Fig. 1 in die Ruhelage gemäß Fig. 3 wird der im Bügel 8 gelagerte Winkelhebel 16 mittels Betätigungsorgan 21 soweit angehoben, daß die Ausnehmung 17b im Hebelarm 16b das dort arretierte Halteelement 14 freigibt und ein Schwenken des Stützbeines 1 ermöglicht. Dazu wird das Stützbein 1 b um den Bolzen 9 nach außen parallel zur Stirnseite um 180° verschwenkt, so daß das Stützbein 1 b aufgrund der Ausbildung des Lagersteges 10 seitlich in Richtung auf die Längsseiten des Eisenbahngüterwagens versetzt angeordnet wird. Kurz vor Erreichen der Ruhelage schlägt das Halteelement 13 gegen die Anlaufschräge 19a des Hebelarmes 16a und hebt den Winkelhebel 16 beim Weiterschwenken des Stützbeines 1 b so lange mit an, bis das Halteelement 13 in die Ausnehmung 17a des Hebelarmes 16a gleitet, wobei der Winkelhebel 16 wieder seine Ausgangslage einnimmt und dabei das Stützbein 1 in seiner oberen Endlage, der Ruhelage, arretiert.To bring the support leg 1 b from the position of use according to FIG. 1 into the rest position according to FIG. 3, the angle lever 16 mounted in the bracket 8 is raised by means of the actuating member 21 to such an extent that the recess 17b in the lever arm 16b releases the holding element 14 locked there and pivots of the support leg 1 allows. For this purpose, the support leg 1 b is pivoted outward about the bolt 9 parallel to the end face by 180 ° , so that the support leg 1 b is laterally offset due to the design of the bearing web 10 in the direction of the long sides of the rail freight wagon. Shortly before reaching the rest position, the holding element 13 strikes the run-up slope 19a of the lever arm 16a and raises the angle lever 16 as the support leg 1b is pivoted further until the holding element 13 slides into the recess 17a of the lever arm 16a, the angle lever 16 again assumes its starting position and thereby locks the support leg 1 in its upper end position, the rest position.

Das Verbringen des Stützbeines 1b in die Gebrauchslage beginnt mit dem Schwenken des Winkelhebels 16 um den Bolzen 15, so daß das Halteelement 13 aus der Ausnehmung 17a gleitet und die Arretierung gelöst ist. Nunmehr erfolgt die Verbringung des Stützbeines 1b in die Gebrauchslage, wobei das Halteelement 14 die Anlaufschräge 19b entlanggleitet und gleichzeitig den Winkelhebel 16 ausschwenkt, bis die Ausnehmung 17b das Halteelement 14 hintergreift, woraufhin der Winkelhebel 16 wieder seine Ausgangslage einnimmt.Moving the support leg 1b into the position of use begins with the pivoting of the angle lever 16 around the bolt 15, so that the holding element 13 slides out of the recess 17a and the locking is released. Now the support leg 1b is brought into the position of use, the holding element 14 sliding along the run-up slope 19b and at the same time swiveling out the angle lever 16 until the recess 17b engages behind the holding element 14, whereupon the angle lever 16 returns to its starting position.

Bei entsprechender Ausbildung und Anordnung des Stützbeines 1b in Verbindung mit dem Lagersteg 10 erfolgt das Verschwenken des Stützbeines 1 b in die Gebrauchslage nach Lösung der Arretierung durch Anheben des Hebelarmes 16a unter dem Einfluß der Schwerkraft selbsttätig, einschließlich der Arretierung in Gebrauchslage.With a corresponding design and arrangement of the support leg 1b in connection with the bearing web 10, the pivoting of the support leg 1b into the position of use takes place automatically after the release of the lock by lifting the lever arm 16a under the influence of gravity, including the lock in the position of use.

Die Anordnung und Ausbildung des Betätigungsorganes 21 im Bereich der Wagenlängsseite sowie die aufgezeigte Ausbildung der Abstützung erlauben ein Bedienen per Fuß, ohne daß in den direkten Gefahrenbereich des oder innerhalb des Gleises getreten werden muß.The arrangement and design of the actuator 21 in the area of the longitudinal side of the wagon and the design of the support shown allow operation by foot without having to step into the direct danger zone of or within the track.

Das Betätigen des Winkelhebels 16 ist ebenso wie das Schwenken des Stützbeines 1 b automatisierbar, beispielsweise mit Hilfe hydraulisch, pneumatisch oder elektrisch beaufschlagter Stellmittel, die auch ein gleichzeitiges oder sukzessives Verschwenken mehrerer Stützbeine bewirken können.The actuation of the angle lever 16 and the pivoting of the support leg 1b can be automated, for example with the aid of hydraulically, pneumatically or electrically actuated actuating means, which can also bring about a simultaneous or successive pivoting of several support legs.

Claims (10)

1. A support (1) for railway freight wagons, in particular flat wagons, arranged in the region of the headstock (3) and designed as a two-part support leg comprising an upper support leg mounting (1 a) fixed to the wagon and a lower support leg (1 b) which can be brought into the position of use or rest relative thereto and locked therein, and which in the position of use is maintained at a distance from the upper edge of the rail, characterised in that at the lower end of the support leg mounting (1 a), the lower support leg (1 b) can be swivelled in parallel to the headstock (3) of the railway freight wagon and in the rest position relative to the position of use is arranged in the same plane outwardly offset in the direction of the longitudinal side of the railway freight wagon, that in the position of use the support leg (1 b) is arranged in an extension of the central axis of the support leg mounting (1 a) where the end faces of the support leg mounting (1a) and of the support leg (1b) abut against one another, and that one single arrangement (5) effects and secures the locking and unlocking of the swivelling support leg (1b) both in the position of use (Fig. 1) and in the rest position (Fig. 3).
2. A support (1) for railway freight wagons as claimed in claim 1, characterised in that the arrangement (5) for locking and unlocking the swivelling support leg (1 b) is designed as a latch, where an angle lever (16) which is mounted on the support leg mounting (1a) which can be raised, and which extends in parallel to the swivel plane of the support leg (1 b) comprises, in its first lever arm (16a), an opening (17a) which in the rest position (Fig. 3) engages behind a retaining element (13) arranged on the support leg (1 b) and in its other lever arm (16b) comprises an opening (17b) into which a further retaining element (14), arranged on the support leg (1 b) and facing in the same direction as the retaining element (13), engages and locks the support leg (1 b) in the position of use (Fig. 1).
3. A support for railway freight wagons as claimed in claim 2, characterised in that at their ends the lever arms (16a and 16b) each comprise an assigned sloping surface (19a and 19b respectively) which during the swivelling of the lever (16) alternately guide the retaining elements (13 and 14) respectively, into the openings (17a and 17b respectively).
4. A support (1) for railway freight wagons as claimed in at least one of claims 1 to 3, characterised in that the lever arm (16a) for the fixing of the retracted support leg faces outwards to the nearest longitudinal side of the railway freight wagon and the lever arm (16b) for the fixing of the extended support leg (1 b) faces downwards in the position of use.
5. A support (1) for railway freight wagons as claimed in at least one of the claim 1 to 4, characterised in that the lever arms (16 and 16b) of the angle lever (16) extend at right-angles to one another, in each case one of the lever arms (16a) extending approximately horizontally in both end positions.
6. A support (1) for railway freight wagons as claimed in at least one of the previous claim 1 to 5, characterised in that an actuating element (21) is arranged on the lever arm (16a) which faces towards the nearest longitudinal side of the railway freight wagon.
7. A support (1) for railway freight wagons as claimed in at least one of the claims 1 to 6, characterised in that a bracket (7) arranged externally on the support leg mounting (1 a) in the direction of the nearest longitudinal side of the railway freight wagon form a bearing for the support leg (1b) and opposite, facing towards the longitudinal central plane of the railway freight wagon, a further bracket (8) form a bearing for the angle lever (16), where the bearing of the angle lever (16) is located somewhat above the bearing of the swivelling support leg (1b).
8. A support (1) for railway freight wagons as claimed in at least one of the claim 1 to 7, characterised in that the support leg (1 b) is articulated to the support leg mounting (1 a) eccentrically via a bearing web (10).
9. A support (1) for railway freight wagons as claimed in at least one of the clair 1 to 8, characterised in that, on the support leg (1 b) are arranged stabilising fins (11 and 12) which face in the same direction as the brackets (7 and 8) and which in their upper region bear retaining elements (13 and 14) orientated at right-angles thereto.
10. A support (1) for railway freight wagons as claimed in at least one of the claim 1 to 9, characterised in that the swivelling of the support leg (1b) takes place in automated fashion, by means of a hydraulically, pneumatically or electrically operated control means.
EP87104670A 1986-06-14 1987-03-30 Struts for railway goods vans, especially flat cars Expired - Lifetime EP0249693B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT87104670T ATE56924T1 (en) 1986-06-14 1987-03-30 SUPPORT FOR RAILWAY FREIGHT CARS, ESPECIALLY FOR FLAT CARS.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19863620107 DE3620107A1 (en) 1986-06-14 1986-06-14 SUPPORT FOR RAILWAY CARS, ESPECIALLY FOR FLAT CARS
DE3620107 1986-06-14

Publications (3)

Publication Number Publication Date
EP0249693A2 EP0249693A2 (en) 1987-12-23
EP0249693A3 EP0249693A3 (en) 1988-08-31
EP0249693B1 true EP0249693B1 (en) 1990-09-26

Family

ID=6303041

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87104670A Expired - Lifetime EP0249693B1 (en) 1986-06-14 1987-03-30 Struts for railway goods vans, especially flat cars

Country Status (3)

Country Link
EP (1) EP0249693B1 (en)
AT (1) ATE56924T1 (en)
DE (2) DE3620107A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102009925B (en) * 2010-11-30 2012-09-05 常熟通润汽车零部件股份有限公司 Emergency unlocking device for safety mechanism of lifting machine

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE547580A (en) *
CH396076A (en) * 1962-05-07 1965-07-31 Inventio Ag Vehicle for rail and road transport
US3581918A (en) * 1968-01-12 1971-06-01 Fruehauf Corp Railcar-unloading system
CA1028655A (en) * 1976-04-13 1978-03-28 Joachim H.R. Wappler Truck mounted hoist

Also Published As

Publication number Publication date
EP0249693A3 (en) 1988-08-31
DE3620107C2 (en) 1991-10-31
ATE56924T1 (en) 1990-10-15
DE3765184D1 (en) 1990-10-31
DE3620107A1 (en) 1987-12-17
EP0249693A2 (en) 1987-12-23

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