EP0516584B1 - Vorrichtung zur Verriegelung eines Ladungsträgers auf dem Drehrahmen eines Bahnwagens - Google Patents

Vorrichtung zur Verriegelung eines Ladungsträgers auf dem Drehrahmen eines Bahnwagens Download PDF

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Publication number
EP0516584B1
EP0516584B1 EP92810349A EP92810349A EP0516584B1 EP 0516584 B1 EP0516584 B1 EP 0516584B1 EP 92810349 A EP92810349 A EP 92810349A EP 92810349 A EP92810349 A EP 92810349A EP 0516584 B1 EP0516584 B1 EP 0516584B1
Authority
EP
European Patent Office
Prior art keywords
holding claws
turntable
lever
catch
locking
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
EP92810349A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0516584A1 (de
Inventor
Albert Schlienger
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.)
TUCHSCHMID AG
Original Assignee
TUCHSCHMID 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 TUCHSCHMID AG filed Critical TUCHSCHMID AG
Publication of EP0516584A1 publication Critical patent/EP0516584A1/de
Application granted granted Critical
Publication of EP0516584B1 publication Critical patent/EP0516584B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D45/00—Means or devices for securing or supporting the cargo, including protection against shocks
    • B61D45/007—Fixing containers

Definitions

  • the invention relates to a device for locking a load carrier on the rotating frame of a railway carriage according to the preamble of claim 1.
  • Railway carriages with rotating frames have been used for a long time to change load carriers, in particular so-called swap bodies, from a truck to the railway carriage and vice versa without using a crane , see for example CH-A-467 210.
  • the rotating frames are rotated by a certain swivel angle and the truck travels backwards at an angle to the railroad car, its loading bridge running parallel to and directly adjoining the rotated rotating frame.
  • the load carrier can be moved by a truck drive.
  • the principle of operation of such rotating frames is described for example in DE-A-3240329.
  • the two holding claws connected to the energy accumulator always engage in the load carrier as soon as the rotating frame is in the driving position.
  • the energy store provides the necessary closing force, which previously had to be applied manually.
  • the holding claws can be pivoted back against the force of the energy accumulator under the horizontal rotating plane of the rotating frame.
  • the holding claws are advantageously held down directly by the rotating frame itself. at which they can be held down by the rotating frame in any position between the driving position and the changing position. Unlocking the load carrier no longer forms a separate operation in this way. The unlocking takes place automatically as soon as the rotating frame is turned out of the driving position.
  • the holding claws are connected to one another via a gear such that they can be pivoted in opposite directions and synchronously.
  • the holding claws must snap in or out simultaneously, regardless of which side of the trolley the rotating frame is turned to. This uniform movement is guaranteed by the connection via the gearbox.
  • the energy accumulator is preferably a helical spring which engages the gear of the holding claws.
  • a coil spring can be easily accommodated and can easily apply the required closing force, a high level of operational safety being always guaranteed.
  • the energy accumulator it could also easily be a counterweight or a gas spring.
  • a particularly simple and advantageous gear arrangement results if the helical spring is arranged on a shaft which extends transversely to the longitudinal direction of the railway carriage, the shaft being biased in one direction of rotation by the helical spring, and if bevel gears are arranged at both ends of the shaft, which mesh with bevel gears that sit on the pivot axes of the holding claws.
  • the holding claws are preferably arranged directly on the support structure of the railway carriage consisting of at least two parallel main beams. If the claws are stressed, the forces are directly introduced into the supporting structure without intermediate links.
  • the coil spring could also be accommodated at a different location. It would also be conceivable to divide the energy store, for example by each holding claw is assigned its own coil spring, which acts directly on the holding claw.
  • the holding claws always remain in the engaged position under the action of the force accumulator, blocking the holding claws is necessary for safety reasons.
  • the securing element When the securing element is activated, the holding claws cannot open, so that the load carrier is fixed even when the energy accumulator can no longer apply the necessary closing force.
  • the securing element can be actuated via a linkage with a securing lever on the long side of the rail car.
  • the operational safety is further increased by the fact that the safety lever and / or the linkage are included a lock for the rotating frame cooperates so that the rotating frame is only released if the locking levers of the holding claws are released.
  • the anti-rotation device for the rotating frame forms a separate device and the locking levers are released simultaneously with the release of this anti-rotation device. This ensures in the simplest way that the holding claws can pivot back as soon as the rotating frame can also be rotated.
  • the locking lever and / or the linkage cooperates particularly advantageously with the lock for the rotating frame in such a way that the locking element cannot be adjusted against the locking lever of the holding claws when the lock is released. In this way, it is reliably ensured that the safety lever is not turned back into its closed position after the lock is released. This incorrect manipulation could lead to component damage.
  • the securing is advantageously carried out in a purely mechanical way, in that the mechanism for locking the rotating frame locks the securing lever and / or the linkage when the securing element is once in the open position.
  • the holding claws can be pivoted back at least so far when the rotating frame is stationary that they disengage from the load carrier.
  • it is still necessary to unload the load carrier from the railroad car with a crane e.g. if it is not possible to swivel the rotating frame out of space, or if the load carrier is only to be parked next to the tracks.
  • the opening of the holding claws must not be directly dependent on the rotary movement of the rotating frame.
  • an intervention in the energy accumulator is sufficient, which swivels back the holding claws by a few degrees allowed. This intervention is preferably carried out via the safety lever already mentioned or via the associated linkage.
  • Figures 1 and 2 show, as is known per se, a railroad car 3, the loading area 7 of which is equipped, for example, with three rotating frames 2.
  • the train carriage has two trolleys 10 and 10 'and has a supporting structure which consists of at least two parallel main beams 9.
  • the individual rotating frames 2 can be rotated about a vertical axis 5 on both sides by a pivoting angle ⁇ .
  • the rotating frame is supported on the arch-shaped support rails 38.
  • the middle rotating frame is in the change position, in which it partially extends beyond the longitudinal side 8 'of the loading surface 7.
  • a truck 6 is in the same Angles like the swivel angle ⁇ are moved backwards to the rotating frame so that an interchangeable container 1 resting on the truck can be pushed over the rotating frame 2.
  • the still empty rotating frame on the left and the already loaded rotating frame on the right are both in the driving position, parallel to the long sides 8 and 8 'of the loading area 7.
  • the load carrier does not necessarily have to be an interchangeable container. It could also be just a pallet-like base on which a load rests.
  • the locking device according to the invention is arranged in each rotating frame approximately in a plane which is denoted by I in FIG. 2. As a rule, a single lock is sufficient. However, it would also be readily conceivable to provide additional locks on other vertical levels.
  • FIGS. 3 to 5 The structure and function of the locking device can be seen essentially from FIGS. 3 to 5.
  • the mounting rails are designed as a box-shaped hollow profile with a nose directed towards the inside of the car.
  • the main girders are double-T girders, although other girder constructions would also be conceivable.
  • the load carrier 1 is provided on its underside with the two carriers 21 and 21 ', which can slide on the inwardly directed lugs of the mounting rails. These beams are also formed by double-T profiles. A rotation of the load carrier 1 relative to the rotating frame 2 is evidently prevented by the special cross-sectional shape of the support rails 4, 4 '.
  • the actual locking of the load carrier is carried out by the two holding claws 11 and 11 '. These are directly on the main beams 9 and 9 'articulated with the help of bearing supports 23. In the engaged position, the holding claws overlap the lower part of the carrier 21, 21 '. Obviously, however, the holding claws could also have a different configuration and be designed, for example, as a hook or the like, and / or they could also engage in a different way in the charge carrier 1 or in components thereof.
  • the movement mechanism of the holding claws can be seen in particular from FIG. 5.
  • the two holding claws 11 and 11 ' move in a plane which is approximately perpendicular and at right angles to the longitudinal direction of the rail car.
  • Each holding claw is connected to a pivot axis 22, at the end of which a bevel gear 17 is seated.
  • a shaft 15 is rotatably mounted under the rotating frame, the ends of which are also provided with bevel gears 16, 16 '.
  • a helical spring 14 is arranged on the shaft 15 and serves as an energy store.
  • the shaft-side end 25 of the spring engages on a driving mandrel 27, while the frame-side end 26 of the spring bears firmly against the carriage substructure.
  • the coil spring 14 is preloaded such that it exerts a torque on the shaft 15 in the direction of arrow a. This torque is transmitted via the bevel gear 13 to the two holding claws, in such a way that both holding claws 11 and 11 'pivot in opposite directions and synchronously into the engagement position.
  • each holding claw is provided with a guide link 12 which interacts with the rotating frame in every operating position.
  • This guide link is designed in such a way that a holding claw is pressed downwards in the direction of arrow b when the rotating frame is rotated, so that the rotating frame can slide over the opened holding claws.
  • hold-down elements 24 are fastened to the side on the mounting rails 4 and 4 '. These hold-down elements form a certain extension of the underside of the mounting rails 4, 4 '.
  • a special safety device is actuated to ensure that the holding claws remain in the engaged position in any case.
  • the holding claws are designed as angled double levers, with a lever arm serving as a locking lever 18.
  • the locking levers are approximately horizontal with their underside in the snap-in position.
  • a securing element 19 in the form of a locking plate is arranged in the pivoting plane of the locking lever.
  • the locking plate can be tilted around the tilting joints 28 in such a way that it comes out of the pivoting range of the locking lever 18.
  • the locking plate 19 is actuated via a rod 20 which is articulated on a joint 37 on the locking plate.
  • the rod 20 is articulated on the lever arm 31 of a transverse lever axis 30.
  • the lever axis is guided up to the two long sides of the railway carriage and carries a safety lever 29 on both sides.
  • the shaft 15 with the helical spring 14 is also rotated through a few angular degrees via the lever mechanism for the locking plate 19.
  • the rotation takes place via the push rod 41, which pushes the lever 42 on the shaft 15.
  • the end of the push rod 41 is with the lever 42 not firmly connected so that it can continue to rotate.
  • the push rod 41 can be articulated on the locking plate 19 or else directly on the lever axis 30.
  • the partial rotation of the lever 42 or the shaft 15 against the force of the coil spring 14 causes the holding claws 11 and 11 'to be pivoted back so far that the supports 21, 21' are released.
  • the load carrier could now be lifted vertically using a crane.
  • the two positions of the tilting plate are shown in more detail in FIG.
  • Spherical bearings 35 are welded to the underside of a cross member 34, which also carries the shaft 15.
  • the tilting joints 28 rotate on both sides of the locking plate 19.
  • the locking plate in the locked position is at a slight angle to the pivoting plane of the locking levers 18 and the direction of force on the locking levers 18 runs perpendicularly through the tilting joints. In this way, the locking plate cannot fall out of the locking position due to vibrations and the like.
  • the arrangement of the lever arm 31, which points in the same direction as the securing lever 29, also serves to keep the entire transmission mechanism steady even in the event of shocks, impacts and impacts.
  • the opening position of the locking plate 19 is indicated by dash-dotted lines. In this position, the locking levers 18 of the holding claws can move freely downwards.
  • FIG. 6 also shows how the frame end 26 of the coil spring is secured against rotation.
  • the shaft 15 rotates in lateral shaft bearings 36 which are welded to the cross member 34.
  • the locking lever 29 cooperate particularly advantageously with a lock 32, which releases the rotating frame.
  • a lock is only indicated schematically in FIG. It consists, for example, of a bolt which is arranged on each side and which can be pivoted in the direction of arrow a such that it engages on the mounting rail 4 or releases the mounting rail.
  • the bolt is raised by means of a locking lever 33, the finger 43 of which engages under the bolt and pivots it into a horizontal position, so that the rotating frame is released.
  • actuation of the locking lever is only possible if the safety lever 29 has been flipped beforehand. This ensures in the simplest way that the holding claws 11, 11 'can be swiveled out if, at the same time, it is also possible to rotate the rotating frame.
  • the locking lever 33 also interacts with a locking slide 40 which can be moved in the direction of the arrow f.
  • a locking cam 39 is arranged on the lever axis 30 and, when the locking lever 29 is unscrewed, reaches the dash-dotted position in the plane of movement of the locking slide 40. If the locking lever 33 is actuated, and thus the lock 32 for the rotating frame is released, the locking slide comes under the locking cams 39, the locking lever 29 evidently no longer being able to be turned back. This prevents the locking lever 29 from being unnecessarily turned back due to incorrect manipulation after the lock 32 has been released.
  • the lock 32 could function in very different ways and it would also be conceivable that the securing lever 29 or the linkage 20 or the lever axis 30 act directly on the lock 32. Conversely, the horizontal safety lever 29 not only signals that the locking plate 19 is engaged, but also that the lock 32 secures the rotating frame against rotation.

Landscapes

  • 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)
  • Handcart (AREA)
  • Clamps And Clips (AREA)
  • Electrically Operated Instructional Devices (AREA)
  • Television Signal Processing For Recording (AREA)
  • Switches With Compound Operations (AREA)
EP92810349A 1991-05-27 1992-05-11 Vorrichtung zur Verriegelung eines Ladungsträgers auf dem Drehrahmen eines Bahnwagens Expired - Lifetime EP0516584B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH156691 1991-05-27
CH1566/91 1991-05-27

Publications (2)

Publication Number Publication Date
EP0516584A1 EP0516584A1 (de) 1992-12-02
EP0516584B1 true EP0516584B1 (de) 1995-11-15

Family

ID=4213422

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92810349A Expired - Lifetime EP0516584B1 (de) 1991-05-27 1992-05-11 Vorrichtung zur Verriegelung eines Ladungsträgers auf dem Drehrahmen eines Bahnwagens

Country Status (6)

Country Link
EP (1) EP0516584B1 (enrdf_load_stackoverflow)
AT (1) ATE130259T1 (enrdf_load_stackoverflow)
CZ (1) CZ280260B6 (enrdf_load_stackoverflow)
DE (1) DE59204305D1 (enrdf_load_stackoverflow)
FI (1) FI922418A7 (enrdf_load_stackoverflow)
PL (1) PL168959B1 (enrdf_load_stackoverflow)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4420796C1 (de) * 1994-06-16 1995-06-08 Talbot Waggonfab Verriegelung zwischen einem Drehrahmen und einem Container
NL1006536C1 (nl) * 1997-07-10 1999-01-12 Ark Groep Bv Grendel voor laadkist op wagon.

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB938618A (en) * 1960-10-17 1963-10-02 Gen Am Transport Freight transportation unit and system and road vehicle and freight carrier suitable for use therein
DE1481479A1 (de) * 1967-02-25 1969-03-27 Talbot Waggonfab Verfahren und Vorrichtung zum Umladen von Containern zwischen Strassenfahrzeugen und Schienenfahrzeugen

Also Published As

Publication number Publication date
EP0516584A1 (de) 1992-12-02
PL294684A1 (enrdf_load_stackoverflow) 1993-02-08
FI922418L (fi) 1992-11-28
PL168959B1 (pl) 1996-05-31
CZ280260B6 (cs) 1995-12-13
FI922418A0 (fi) 1992-05-26
ATE130259T1 (de) 1995-12-15
FI922418A7 (fi) 1992-11-28
DE59204305D1 (de) 1995-12-21
CS158292A3 (en) 1992-12-16

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