EP0362187A1 - Système de transport par chemin de fer - Google Patents

Système de transport par chemin de fer Download PDF

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Publication number
EP0362187A1
EP0362187A1 EP89890226A EP89890226A EP0362187A1 EP 0362187 A1 EP0362187 A1 EP 0362187A1 EP 89890226 A EP89890226 A EP 89890226A EP 89890226 A EP89890226 A EP 89890226A EP 0362187 A1 EP0362187 A1 EP 0362187A1
Authority
EP
European Patent Office
Prior art keywords
frame
trolleys
trailer
nut
semi
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.)
Withdrawn
Application number
EP89890226A
Other languages
German (de)
English (en)
Inventor
Michael Dipl.Ing.Dr.Tech. Petz
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.)
Siemens AG Oesterreich
Original Assignee
SGP Verkehrstechnik GmbH
Simmering Graz Pauker AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by SGP Verkehrstechnik GmbH, Simmering Graz Pauker AG filed Critical SGP Verkehrstechnik GmbH
Publication of EP0362187A1 publication Critical patent/EP0362187A1/fr
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/005—Wagons or vans convertible
    • 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

Definitions

  • the invention relates to a system for rail freight transport according to the preamble of claim 1.
  • the train composition can be seen in FIG. 1.
  • a bogie 1 with rear adapter 2 must be available on the loading track.
  • the articulated vehicle 3, 4 drives backwards towards the bogie 1 (Fig. A).
  • the trailer 3 equipped with a pneumatic suspension is raised so far that it can be pushed over the bogie 1.
  • the trailer 3 is lowered, locked on the bogie 1 and the road chassis 6 is retracted (Fig.B).
  • the support legs 5 are extended and the tractor 4 moves away in its direction of travel (Fig. C).
  • the following trailers 3 are assembled in the same way as the "end unit” into so-called “trailer bogie units" (Fig. D - F).
  • the semitrailers have a short drawbar on their front frame and a corresponding coupling funnel at the rear end. This means that any number of "units" can be coupled to one another.
  • a bogie 1A with a front adapter 2A with the first trailer 3A connected (Fig. G). With the two adapters, the train can be used for rail traffic in both directions, except for maneuvering over the rolling mountain.
  • the "units" can only be run as block trains or groups. It is only possible to line up individual trailers by providing an additional single bogie. Splitting the entire train into two or more short trains is only possible with relatively great effort.
  • the second disadvantage is the lack of an elastic coupling between the trailers. All current prototypes are rigidly coupled.
  • the object of the present invention is to create a system for rail freight transport in which each unit can be detached from the system and connected to any other system.
  • the system according to the invention has two trolleys 10 per train unit, which in the present case are single-axis. Instead of single-axle bogies, bogies can also be provided.
  • the two trolleys 10 are identical. As shown in FIG. 4, they have at one end a central pulling device 50 and off-center pushing devices (buffers) 51, which are fastened on a plate 51A.
  • the pulling device 50 which corresponds to the usual elastic pulling devices, is connected to a box 50A, which transmits the pulling forces to the frame 15.
  • the wheel sets 11, the axle bearings 12 and the suspension 14 with their suspension 16 correspond to the components of two-axle freight cars.
  • the wheel axles 11A are mounted on both sides of the undercarriage 10 in a customary manner in an axle bearing 12 which is seated in axle bearing guides 13.
  • a frame 15 of the chassis 10 is seated above a suspension 14 designed as a spring assembly.
  • the frame 15 is suspended at both ends via hooks 16 on brackets 17 of the frame 15.
  • brackets 15A converging to the wheel axles 11A are provided, which end at their axleside ends in brackets 15B running parallel to the longitudinal axis of the frame, on which the Brackets 17 are attached, between which the axle bearing guides 13 are held by a rubber-metal layer spring 14A.
  • the axle bearing guide 13 is provided with an attachment 13A, to which a link 13B is articulated, which is fastened at its end remote from the articulation point to a torsion bar 13C which is held by the bracket 17 and the links 13B both to one another opposite axle bearing guides 13 or their link 13B connects.
  • the parts 13B and 13C thus form the roll support.
  • the compressive forces of the buffers 51 are transmitted via the supports 15A to the supports 15B, which also absorb the tensile forces of the box 50A and, as will be described in more detail later, transmit the forces to the semi-trailer via a bracket 37A.
  • the trolley To enable loading or unloading, the trolley must be aligned parallel to the top edge of the rail. This is made possible by a lifting mechanism that can be carried out mechanically, hydraulically and pneumatically.
  • This lifting mechanism which is shown in detail in FIGS. 5 and 6, has a foot 19 which can be placed on the rail 18 by means of a skid 20 or, as shown in FIGS. 2A1 and 2B1, by means of a rail wheel .
  • the foot 19 is preferably spring-loaded in order to compensate for the deflection of the chassis during the loading process.
  • the foot 19 is enclosed by a coil spring 21, which is supported at one end on a bottom edge 22 of the foot 19 and at its upper end on an upper edge 23 of a nut 24, which by means of a sleeve 25 in a Sleeve 26 is guided and ends in a sleeve 27.
  • a spindle 28 which carries at its end facing away from the nut 24 a bevel gear 29 which meshes with a bevel gear 30 which is seated on a horizontal axis 32 which is provided with a handwheel.
  • the two bevel gears 19, 30 are mounted in a bearing 30A which is attached to the frame 15 or its support 15A.
  • the frame 40A has two side members 40A1, 40A2, which when the semi-trailer 41 is seated on the chassis 10 in U-profiles of the carrier 15B of the frame 15 of the chassis which are open at the top 10 can be inserted (rear end of the semi-trailer).
  • the side members 40A1 and 40A2 consoles 40B arranged, which have downwardly open recesses 40C, which serve to receive the aforementioned consoles 37A of the frame 15 of the chassis 10.
  • the perpendicular walls of the console 37A which lie perpendicular to the direction of travel X, are provided with interchangeable spacer plates 37D and the opposite walls of the console 40B of the semi-trailer side member 40 are provided with interchangeable spacer plates 40D so that the play between the consoles 37B and 40B is compensated for.
  • Similar spacer plates 15E and 40E are also provided between the opposite walls in the direction of travel of the beams 15B and 40A1 (Fig. 7A and 7A1). This ensures the power transmission between the chassis 10 and frame 40A of the tractor 41.
  • the spacer plates 40E and 15E are so high that in the rear part of the semi-trailer the carrier 40A1 or 40A2 with a slightly raised semi-trailer 41 can enter the profile 15B with side play, and after the semi-trailer has been lowered, the mentioned spacer plates cancel the game.
  • a stop 34 is provided, which is designed as a U-bracket and is inserted into an inside groove of the foot 19 designed as a sleeve and slides in an outside recess 35 when the nut 24 moves up and down and thereby at the same time secures the foot 19 against falling out.
  • the movement of the nut 24 is limited by the runner 20 of the foot 19.
  • This mechanism is provided on both sides of the chassis 10, the two feet 19, as shown in FIG. 2B1, by a cross-connection 19A and the two rods 32, as shown in FIG. 5, are connected by a coupling 33, so that the lifting mechanism of the foot 19 located on both sides of the undercarriage 10 can be actuated synchronously with both the one and the other handwheel 31.
  • the two trolleys 10 with one Carrier element releasably connected which, as already mentioned at the beginning, can be designed, for example, as a frame of a semi-trailer, as a bridge with a flat plateau or as a flat plateau.
  • the carrier element is formed by a frame 40A of a semi-trailer 41.
  • the frame 40A is reinforced to accommodate the increased tensile and compressive forces as a rail-running vehicle. To better distinguish the parts belonging to the frame 40A from those belonging to the undercarriage 10, the parts of the undercarriage 10 are drawn with thicker lines than those of the frame 40A.
  • the embodiment of the semi-trailer according to FIGS. 2A, 2B and 3A shows two longitudinal beams, 40A1 and 40A2 which are inserted into corresponding carriers 15B when the semi-trailer is placed on the trolleys.
  • 7A and 7A1 brackets 42B with recesses 42C are arranged on both sides of the longitudinal members 40A1 and 40A2, in which engages when the semi-trailer 41 on the chassis 10 of the frame 15 of the same with consoles 37B.
  • brackets 42B of the side members 40A1 and 40-A2 of the frame A of the semi-trailer 41 and the walls of the brackets 37B of the frame 15 of the chassis 10 are provided with interchangeable spacer plates 42D, 42E, 15E and 37D, which creates a game between the interlocking parts is balanced.
  • a bolt 43 is provided on both sides of the frame 40A, which engages around a hook 44, which is rotatably mounted on a bracket 45 of the frame 15 about a joint 46, to which an extension 47 of the hook 44 connects which extension 47 is connected at its free end at 48 to a pull rod 49 (Fig. 8).
  • an extension 38 is provided on the sleeve 25, which is adjustable in height in a slot 39 of the sleeve 26 for actuating the pull rod 49.
  • a rod 60 is connected, which is articulated at its upper end to one end 62 of an angular bell crank 61, the second end 63 of which is articulated to the pull rod 49, while the corner 64 is articulated on the frame 15 of the undercarriage 10 is.
  • the rod 60 has a longitudinal slot 65 for the rod 32 to pass through.
  • Each undercarriage has a complete braking system with its own storage tank, not shown, and its own control device.
  • a brake line with coupling points at its two ends for the brake lines of the two undercarriages is provided on the carrier element, in the present case on the frame 40A, via which the brake lines of the two undercarriages 10 are coupled to one another .
  • the trolleys 10 are equipped with the brake line couplings customary for railways.
  • a locking system for the transport of empty trolleys 10, a locking system according to FIGS. 4, 9 and 10 is provided, in which the lifting mechanisms have been omitted for the sake of simplicity.
  • a telescopically extendable extension support 52 is provided with a pushing device 52A, one of which has a coupling pin 53 at the top and bottom and the other locking lever 54 which interacts with it , wherein, as shown in FIG. 4, each undercarriage has coupling bolts 53 on one side and a locking lever 54 on the other side, in such a way that in each case one coupling bolt 53 of one undercarriage 10 with one Locking lever 54 of the chassis 10 to be connected is used.
  • the locking mechanism absorbs the tensile forces.
  • the usual train and push devices 50 and 51 are provided.
  • the extension beams 52 are extended and coupled together, so that an acceptable center distance of the trolleys 10 is achieved. These can then be carried at the end of a train.
  • the trailer 41 and the trolleys 10 are independent of one another and can use separate paths, ie the trailer 41 can be transported by a tractor on the road, while the trolleys 10 can be transported by rail. Appropriate logistics are only required to form a train unit, so that enough trolleys 10 for semitrailers 41 are available at the right place at the right time.
  • the loading of the undercarriage 10 takes place “on top”.
  • the semitrailer 41 is brought, similarly as explained in connection with FIG. 1, by means of a tractor over the chassis 10 and lowered until the bolts 42 move into the tubes 36.
  • the foot is then raised by means of the handwheel 31.
  • the rising nut 24 takes over the sleeve 25 and the extension 38 with the rod 60 (FIGS. 5 and 6), which brings the hook 44 into the locking position shown in solid lines via the angle lever 61.
  • the foot 19 is lowered by actuating the spindle 28 with the handwheel 31, the nut 24 being lowered and bringing the hook 44 into the unlocked position shown in broken lines.
  • the two trolleys 10 are not connected by the frame 40A of a semi-trailer 41 but by a support element in the form of an independent frame 40B with a flat plateau, which is connected on the bottom side by beams 70 to longitudinal beams 71, which have the task of Absorb bending forces.
  • the coupling of the frame 40B to the two undercarriages 10 is carried out by the same device as shown in FIGS. 9 and 10 and is described.
  • the frame 40B has, on the one side of the coupling end, coupling bolts 53 on the one hand and locking levers 54 on the other and vice versa on the other side.
  • a plateau 40C is possible which, like the semi-trailer, can be coupled and locked to the two undercarriages 10.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
EP89890226A 1988-09-30 1989-09-01 Système de transport par chemin de fer Withdrawn EP0362187A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AT2420/88 1988-09-30
AT242088 1988-09-30

Publications (1)

Publication Number Publication Date
EP0362187A1 true EP0362187A1 (fr) 1990-04-04

Family

ID=3534031

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89890226A Withdrawn EP0362187A1 (fr) 1988-09-30 1989-09-01 Système de transport par chemin de fer

Country Status (1)

Country Link
EP (1) EP0362187A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0538648A1 (fr) * 1991-10-19 1993-04-28 Preussag AG Wagon porteur pour le transport combiné rail-route
US8215240B2 (en) 2006-12-20 2012-07-10 Railrunner N.A., Inc. Bimodal container chassis
CN107472265A (zh) * 2017-09-20 2017-12-15 中车山东机车车辆有限公司 一种移动式集装箱锁及铁路驮背集装箱运输车辆

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1455169B (de) * Perrot, Pierre Georges Joseph, Nonancourt (Frankreich) Sattelschlepperanhanger fur die Ver wendung auf Schiene und Straße
DE961714C (de) * 1953-08-06 1957-04-11 Schoema Christoph Schoettler M Wegwechselfahrzeug mit austauschbaren Untersetzgestellen fuer Schienen- oder Strassenfahrt
FR1598994A (fr) * 1968-10-08 1970-07-15
EP0209312A2 (fr) * 1985-07-10 1987-01-21 Trailer Train Limited Adaptateur pour système de transport

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1455169B (de) * Perrot, Pierre Georges Joseph, Nonancourt (Frankreich) Sattelschlepperanhanger fur die Ver wendung auf Schiene und Straße
DE961714C (de) * 1953-08-06 1957-04-11 Schoema Christoph Schoettler M Wegwechselfahrzeug mit austauschbaren Untersetzgestellen fuer Schienen- oder Strassenfahrt
FR1598994A (fr) * 1968-10-08 1970-07-15
EP0209312A2 (fr) * 1985-07-10 1987-01-21 Trailer Train Limited Adaptateur pour système de transport

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0538648A1 (fr) * 1991-10-19 1993-04-28 Preussag AG Wagon porteur pour le transport combiné rail-route
US8215240B2 (en) 2006-12-20 2012-07-10 Railrunner N.A., Inc. Bimodal container chassis
US8677907B2 (en) 2006-12-20 2014-03-25 Railrunner, N.A., Inc. Bimodal container chassis
CN107472265A (zh) * 2017-09-20 2017-12-15 中车山东机车车辆有限公司 一种移动式集装箱锁及铁路驮背集装箱运输车辆
CN107472265B (zh) * 2017-09-20 2023-06-02 中车山东机车车辆有限公司 一种移动式集装箱锁及铁路驮背集装箱运输车辆

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