EP0516586B1 - Lateral locking device of a turning platform on a railcar - Google Patents

Lateral locking device of a turning platform on a railcar Download PDF

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Publication number
EP0516586B1
EP0516586B1 EP92810357A EP92810357A EP0516586B1 EP 0516586 B1 EP0516586 B1 EP 0516586B1 EP 92810357 A EP92810357 A EP 92810357A EP 92810357 A EP92810357 A EP 92810357A EP 0516586 B1 EP0516586 B1 EP 0516586B1
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EP
European Patent Office
Prior art keywords
locking bar
locking
turntable
bolt
pivoting
Prior art date
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Expired - Lifetime
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EP92810357A
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German (de)
French (fr)
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EP0516586A1 (en
Inventor
Albert Schlienger
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TUCHSCHMID AG
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TUCHSCHMID AG
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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

Definitions

  • the invention relates to a device for locking a rotating frame on 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 the use of a crane.
  • 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 rotating 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-32 40 329.
  • the rotating frame must be fixed in the driving position.
  • latches have been used for this purpose, which snap into the rotating frame and which had to be operated manually until the rotating frame could be turned out a little.
  • a disadvantage of this conventional device is that the bolts had to be operated to open and close. This requires increased operator attention.
  • the bolt does not offer an absolute guarantee that it is actually locked in the driving position. Missing or incomplete interlocks are therefore possible.
  • the function of the lock depends exclusively on the operating personnel, so that when the rotating frame is turned back into the driving position, the lock is easily forgotten.
  • the gravity-operated bolt has the advantage that it does not rely on any energy storage devices such as springs or the like. The bolt can therefore be brought into the open position with very little effort. Since the bolt can be passed over when the bolt frame is turned out and in, no special measures are required to keep the bolt open. The bolt does not return to its closed position until the driving position is reached again.
  • the bolt is particularly advantageously designed as a double lever with a locking arm and with an actuating arm, the bolt being pivoted about a horizontal axis on the long side of the rail car and the locking arm being directed obliquely to the horizontal rotating plane against a locking element on the rotating frame in the closed position.
  • the arrangement of the bolt on the long side of the rail car enables the locking to be checked visually.
  • the actuating arm can be designed so long that the bolt receives a sufficiently large torque in the direction of the closed position.
  • a low-friction and thus low-wear hold-down of the bolt when unscrewing and screwing in under the rotating plane of the rotating frame can be achieved if the upper side of the locking arm is designed as a guide link which interacts with the underside of the rotating frame.
  • the rotating frame thus slides on the locking arm as soon as the bolt has been brought into the open position. Unintentional locking in a different position than in the driving position is not possible.
  • opposite latches are preferably arranged on both longitudinal sides, a locking element being arranged on each of the two support rails of the rotating frame in such a way that the latch can be pressed down on the opposite side when unscrewing and screwing in.
  • the locking elements can be locking plates which are inclined towards the outside from the central axis of the rail car. The locking elements thus act only in one direction and only together with the bolt assigned to them. Due to the inclined position, the bolt on the adjacent side can be run over on the guide link of the locking arm.
  • an opening lever is preferably used, which can be pushed back into its starting position in which the bolt is freely movable when the rotating arm is turned out. This also ensures that the bolt falls back into its closed position when it is screwed in when it reaches the driving position.
  • the opening lever is thus only used to release the latch and to hold it temporarily, namely until the locking element assigned to it is passed over in the open position. To fully unscrew the rotating frame, the opening lever must inevitably return to its neutral starting position.
  • the actuating arm of the bolt can have a guide link on the underside, the opening lever being articulated on a movement plane parallel to the pivoting plane of the bolt on the rail car and having a guide member which engages on the guide link to pivot the bolt into the open position.
  • the swivel plane of the bolt preferably runs at right angles to the longitudinal direction of the railway carriage or to the rotating frame in the driving position. Depending on the arrangement of the locking element, this pivoting plane could also run at a different angle.
  • 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 railway carriage has two trolleys 10, 10 'and has a supporting structure which consists of at least two parallel main beams 9, 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 circular 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 moved backwards to the rotating frame at the same angle as the pivoting angle ⁇ , so that an interchangeable container 1 resting on the truck can be pushed onto 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. The locking is thus as far as possible from the vertical axis 5 in order to be able to perform the locking function with the least possible mechanical stress.
  • the main carrier 9 is preferably around a double T-beam made of steel.
  • a cross member 29 is laterally welded to the main support 9 at a right angle.
  • the bolt 11 is designed as an approximately straight double lever with a relatively short locking arm 12 and with the somewhat longer actuating arm 13.
  • the bolt is rotatably mounted about the bolt axis 14 and the end of the actuating arm 13 lies on a lower stop 22.
  • the top of the locking arm 12 is designed as a guide link 16, as is the bottom of the actuating arm 13, which forms a guide link 17.
  • the locking arm 12 of the bolt 11 projects obliquely from below into the plane of rotation of the mounting rail 4.
  • a locking element 15 which is designed as a steel plate welded into the mounting rail.
  • the locking element drops obliquely from the center of the rail car towards the outside and at an angle that is somewhat less steep than the angle of the bolt 11 in the closed position.
  • the mounting rail 4 is designed as a hollow box profile with a nose-like shoulder 26.
  • the locking element 15 is supported within the hollow box profile on a support tab 28.
  • the paragraph 26 serves to receive a carrier 27 of the swap body.
  • adjacent locking devices are each formed axially symmetrical.
  • an opening lever 18 is articulated under the bolt on a hinge 21. This carries at its free end a handle 20 and at a distance from the joint 21 a guide member 19 which cooperates with the guide link 17 when lifting the opening lever 18.
  • the opening lever 18 in the raised position is indicated by dash-dotted lines. In this position, it is in contact with an upper stop 23.
  • the opening lever 18 lies in its lower starting position like the end of the actuating lever 13 on the lower stop 22.
  • the bolt 11 in its open position is also indicated by dash-dotted lines. In this position, it releases the locking element 15 and it lies approximately horizontally below the rotating plane of the rotating frame 2 or the mounting rail 4.
  • a securing lever 25 is provided, which is articulated on the rail carriage on a pivoting plane at a right angle to the pivoting plane of the bolt.
  • a recess 24 is arranged on the actuating arm 13. Additional functions of the locking lever 25 will be discussed later.
  • FIG. 4 shows a cross section through the railway carriage 3 approximately in level 1 according to FIG. 2.
  • the train carriage consists essentially of the two main beams 9 and 9 ', on which the locking devices are arranged laterally as described above.
  • the swap body 1 rests on the two supports 27, 27 'in the mounting rails 4, 4'.
  • the bolts 11, 11 ' are in the closed position and the opening levers 18, 18' are approximately horizontal in their starting position.
  • the safety levers are also not shown here.
  • the opening lever 18 ' is first pivoted up in the direction of arrow a on the relevant side.
  • the bolt 11 ' moves into the open position in which the locking element 15' is released.
  • the rotating frame 2 can be turned out manually in the direction of arrow b or with the aid of a cable.
  • the locking element 15 ' passes over the end face of the bolt and pushes the opening lever 18', which is in the plane of rotation of the rotating frame protrudes back into its original position.
  • the bolt 11 ' can now move freely again and temporarily falls back into its closed position, in which it rests on the lower stop 22 ( Figure 3).
  • the bolt 11 ' is depressed again by the adjacent locking element 15 when turning further in the direction of arrow b. Due to the inclined position of the locking element and through the guide link 16, this is possible without major friction losses.
  • the locking element 15 passes over the bolt 11 'in this way, without this having to be pushed back into its open position.
  • Figure 7 shows the state in the change position or when turning in the direction of arrow c back into the driving position.
  • the locking element 15 can also drive over the bolt 11 'in this direction of movement because of the configuration of the guide link 16. After passing over the locking element 15, the bolt 11' temporarily returns to its starting position until the locking element 15 'reaches the bolt.
  • the locking lever 25' must first be pivoted away in the direction of the arrow d.
  • a lever 31 is fastened to the joint rod 30 and a push rod 32 is articulated thereon.
  • the push rod 32 is evidently moved in the direction of arrow e.
  • the end of the push rod 32 is fastened to a locking plate 34 via a joint 33. This locking plate can be tilted about tilting joints 41 within a certain angle.
  • the function of the locking plate 34 is to secure the two holding claws 35, which engage in the carrier 27 of the swap body. These holding claws are used to secure the swap body or another load carrier against lifting off the mounting rails 4, 4 '.
  • the holding claws can be pivoted about pivot axes 36, the ends of which are connected to a common spring axis 39 via a bevel gear mechanism 37.
  • a helical spring 40 is arranged and preloaded on the spring axis, which serves as an energy store and which preloads the holding claws 35 into the engagement position.
  • the holding claws spring back and are pressed downward against the force of the coil spring 40.
  • this is only possible if the locking plate 34 has previously been tilted away with the aid of the locking lever 25 '.
  • the securing levers 25, 25 'thus fulfill a particularly useful dual function by, on the one hand, securing the two bolts 11 and 11' and by simultaneously releasing the locking of the load carrier with them.
  • the holding claws 35 could e.g. can also be operated directly via the push rod 32.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Lock And Its Accessories (AREA)
  • Handcart (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Executing Machine-Instructions (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Braking Arrangements (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Reduction Or Emphasis Of Bandwidth Of Signals (AREA)
  • Electrically Operated Instructional Devices (AREA)
  • Channel Selection Circuits, Automatic Tuning Circuits (AREA)
  • Steroid Compounds (AREA)

Abstract

The device has a bolt 11 or 11' which is held by gravity in the closed position. After the bolt 11 has been moved into the open position, it can be moved over by the two supporting rails 4, 4' of the turning platform 2 when turning outwards and when turning back inwards. When the travel position is reached again, the bolt 11' moves back automatically into the closed position again. An opening lever 18' which drops back into its initial position again when the turning platform 2 is turning outwards serves to move the bolt 11' into the open position. <IMAGE>

Description

Die Erfindung betrifft eine Vorrichtung zur Verriegelung eines Drehrahmens auf einem Bahnwagen gemäss dem Oberbegriff von Anspruch 1. Bahnwagen mit Drehrahmen werden seit längerer Zeit eingesetzt, um Ladungsträger, insbesondere sogenannte Wechselbehälter ohne Einsatz eines Krans von einem Lastwagen auf den Bahnwagen und umgekehrt zu wechseln. Die Drehrahmen werden zu diesem Zweck um einen bestimmten Schwenkwinkel gedreht und der Lastwagen fährt rückwärts schräg an den Bahnwagen, wobei seine Ladebrücke parallel zum ausgedrehten Drehrahmen verläuft und unmittelbar an diesen anschliesst. Durch einen lastwagenseitigen Antrieb kann der Ladungsträger verschoben werden. Das Funktionsprinzip derartiger Drehrahmen ist beispielsweise in der DE-A-32 40 329 beschrieben.The invention relates to a device for locking a rotating frame on 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 the use of a crane. For this purpose, 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 rotating 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-32 40 329.

Ersichtlicherweise muss der Drehrahmen in der Fahrstellung fixiert werden. Bisher wurden zu diesem Zweck Riegel eingesetzt, die im Drehrahmen einrasten und die manuell betätigt werden mussten, bis der Drehrahmen ein Stück weit ausgedreht werden konnte. Ein Nachteil dieser konventionellen Vorrichtung besteht darin, dass zum Oeffnen und zum Schliessen der Riegel betätigt werden musste. Dies erfordert eine erhöhte Aufmerksamkeit des Bedienungspersonals. Der Riegel bietet keine absolute Gewähr, dass er in der Fahrstellung tatsächlich eingerastet ist. Fehlende oder nicht vollständige Verriegelungen sind daher möglich. Ausserdem ist die Funktion der Verriegelung ausschliesslich vom Bedienungspersonal abhängig, so dass bei zurückgedrehtem Drehrahmen in die Fahrstellung die Verriegelung leicht vergessen wird.Obviously, the rotating frame must be fixed in the driving position. To date, latches have been used for this purpose, which snap into the rotating frame and which had to be operated manually until the rotating frame could be turned out a little. A disadvantage of this conventional device is that the bolts had to be operated to open and close. This requires increased operator attention. The bolt does not offer an absolute guarantee that it is actually locked in the driving position. Missing or incomplete interlocks are therefore possible. In addition, the function of the lock depends exclusively on the operating personnel, so that when the rotating frame is turned back into the driving position, the lock is easily forgotten.

Es ist daher eine Aufgabe der Erfindung, eine Vorrichtung der eingangs genannten Art zu schaffen, bei der die Verriegelung auf einfachste Weise geöffnet und wieder geschlossen werden kann und welche ein höchstes Mass an Betriebssicherheit gewährleistet. Diese Aufgabe wird erfindungsgemäss mit einer Vorrichtung gelöst, welche die Merkmale in Anspruch 1 aufweist. Der schwerkraftbetätigte Riegel hat den Vorteil, dass er auf keinerlei Kraftspeicher wie z.B. Federn oder dergleichen angewiesen ist. Der Riegel kann daher auch mit sehr geringem Kraftaufwand in die Öffnungsstellung gebracht werden. Da der Riegel beim Ausdrehen und beim Eindrehen des Drehrahmens überfahrbar ist, sind keine speziellen Massnahmen erforderlich, um den Riegel offen zu halten. Erst beim Wiedererreichen der Fahrstellung fällt der Riegel selbständig wieder in seine Schliessstellung.It is therefore an object of the invention to provide a device for to create the type mentioned, in which the lock can be opened and closed in the simplest way and which ensures the highest level of operational safety. This object is achieved according to the invention with a device which has the features in claim 1. The gravity-operated bolt has the advantage that it does not rely on any energy storage devices such as springs or the like. The bolt can therefore be brought into the open position with very little effort. Since the bolt can be passed over when the bolt frame is turned out and in, no special measures are required to keep the bolt open. The bolt does not return to its closed position until the driving position is reached again.

Besonders vorteilhaft ist der Riegel als Doppelhebel mit einem Sperrarm und mit einem Betätigungsarm ausgebildet, wobei der Riegel um eine horizontale Achse schwenkbar an der Längsseite des Bahnwagens angelenkt ist und wobei der Sperrarm in der Schliessstellung schräg zur horizontalen Drehebene gegen ein Sperrelement am Drehrahmen gerichtet ist. Die Anordnung des Riegels an der Längsseite des Bahnwagens ermöglicht eine visuelle Kontrolle der Verriegelung. Der Betätigungsarm kann so lange ausgebildet sein, dass der Riegel ein genügend grosses Drehmoment in die Richtung der Schliessstellung erhält.The bolt is particularly advantageously designed as a double lever with a locking arm and with an actuating arm, the bolt being pivoted about a horizontal axis on the long side of the rail car and the locking arm being directed obliquely to the horizontal rotating plane against a locking element on the rotating frame in the closed position. The arrangement of the bolt on the long side of the rail car enables the locking to be checked visually. The actuating arm can be designed so long that the bolt receives a sufficiently large torque in the direction of the closed position.

Eine reibungsarme und damit verschleissarme Niederhaltung des Riegels beim Ausdrehen und beim Eindrehen unter die Drehebene des Drehrahmens kann erreicht werden, wenn die Oberseite des Sperrarms als Führungskulisse ausgebildet ist, welche mit der Unterseite des Drehrahmens zusammenwirkt. Der Drehrahmen gleitet somit auf dem Sperrarm, sobald der Riegel einmal in die Öffnungsstellung gebracht wurde. Ein unbeabsichtigtes Verriegeln in einer anderen Position als in der Fahrstellung ist nicht möglich.A low-friction and thus low-wear hold-down of the bolt when unscrewing and screwing in under the rotating plane of the rotating frame can be achieved if the upper side of the locking arm is designed as a guide link which interacts with the underside of the rotating frame. The rotating frame thus slides on the locking arm as soon as the bolt has been brought into the open position. Unintentional locking in a different position than in the driving position is not possible.

Da die Drehrahmen auf beide Seiten des Bahnwagens ausdrehbar sein müssen, ist auch eine doppelseitige Verriegelung erforderlich. Vorzugsweise sind dazu an beiden Längsseiten sich gegenüberliegende Riegel angeordnet, wobei an beiden Tragschienen des Drehrahmens je ein Sperrelement derart angeordnet ist, dass der Riegel auf der jeweils gegenüberliegenden Seite beim Ausdrehen und beim Eindrehen niederdrückbar ist. Zu diesem Zweck können die Sperrelemente Sperrplatten sein, welche von der Mittelachse des Bahnwagens gegen aussen hin abfallend geneigt sind. Die Sperrelemente wirken somit nur in eine Richtung und nur zusammen mit dem ihnen jeweils zugeordneten Riegel. Aufgrund der Schräglage kann der Riegel auf der benachbarten Seite auf der Führungskulisse des Sperrarms überfahren werden.Since the rotating frame must be able to be turned out on both sides of the rail car, double-sided locking is also required. For this purpose, opposite latches are preferably arranged on both longitudinal sides, a locking element being arranged on each of the two support rails of the rotating frame in such a way that the latch can be pressed down on the opposite side when unscrewing and screwing in. For this purpose, the locking elements can be locking plates which are inclined towards the outside from the central axis of the rail car. The locking elements thus act only in one direction and only together with the bolt assigned to them. Due to the inclined position, the bolt on the adjacent side can be run over on the guide link of the locking arm.

Zum Bewegen des Riegels in die Öffnungsstellung und zum vorübergehenden Fixieren in dieser Stellung wird vorzugsweise ein Öffnungshebel eingesetzt, der beim Ausdrehen des Dreharms wieder in seine Ausgangsstellung zurückschiebbar ist, in welcher der Riegel frei bewegbar ist. Damit ist gleichzeitig sichergestellt, dass der Riegel nach dem Eindrehen beim Erreichen der Fahrstellung wieder in seine Schliessstellung zurückfällt. Der Öffnungshebel wird somit nur dazu benutzt, den Riegel zu lösen und vorübergehend, nämlich bis zum Überfahren des ihm zugeordneten Sperrelements in der Öffnungsstellung zu halten. Zum vollen Ausdrehen des Drehrahmens muss der Öffnungshebel zwangsläufig wieder in seine neutrale Ausgangslage zurückfallen.To move the bolt into the open position and for temporary fixing in this position, an opening lever is preferably used, which can be pushed back into its starting position in which the bolt is freely movable when the rotating arm is turned out. This also ensures that the bolt falls back into its closed position when it is screwed in when it reaches the driving position. The opening lever is thus only used to release the latch and to hold it temporarily, namely until the locking element assigned to it is passed over in the open position. To fully unscrew the rotating frame, the opening lever must inevitably return to its neutral starting position.

Der Betätigungsarm des Riegels kann auf der Unterseite eine Führungskulisse aufweisen, wobei der Öffnungshebel auf einer Bewegungsebene parallel zur Schwenkebene des Riegels am Bahnwagen angelenkt ist und wobei er ein Führungsglied aufweist, das zum Verschwenken des Riegels in die Öffnungsstellung an der Führungskulisse angreift. Auf diese Weise bewegt sich der Riegel zusammen mit dem Öffnungshebel in eine Richtung zwangsweise, während nach Erreichen der Öffnungsstellung der Öffnungshebel wieder zurückfallen kann. Die Schwenkebene des Riegels verläuft vorzugsweise im rechten Winkel zur Längsrichtung des Bahnwagens bzw. zum Drehrahmen in der Fahrstellung. Diese Schwenkebene könnte aber auch je nach Anordnung des Sperrelements auch unter einem anderen Winkel verlaufen.The actuating arm of the bolt can have a guide link on the underside, the opening lever being articulated on a movement plane parallel to the pivoting plane of the bolt on the rail car and having a guide member which engages on the guide link to pivot the bolt into the open position. In this way, the bolt moves in one direction together with the opening lever compulsory, while after reaching the open position the opening lever can fall back again. The swivel plane of the bolt preferably runs at right angles to the longitudinal direction of the railway carriage or to the rotating frame in the driving position. Depending on the arrangement of the locking element, this pivoting plane could also run at a different angle.

Eine besonders hohe Betriebssicherheit der Verriegelung ergibt sich, wenn der Riegel oder der Öffnungshebel mit einem Sicherungshebel übergreifbar ist, der eine Stellung des Riegels in der Schliessstellung anzeigt und der zum Betätigen des Riegels weggeschwenkt werden muss. Weitere Vorteile und Einzelmerkmale der Erfinding ergeben sich aus der nachfolgenden Beschreibung eines Ausführungsbeispiels und aus den Zeichnungen. Es zeigen:

Figur 1
eine Draufsicht auf einen mit drei Drehrahmen bestückten Bahnwagen,
Figur 2
eine Seitenansicht des Bahnwagens gemäss Figur 1,
Figur 3
eine Seitenansicht auf eine Verriegelungsvorrichtung,
Figur 4
einen Querschnitt durch einen Bahnwagen mit einer Doppelverriegelung in Fahrstellung,
Figur 5
die Vorrichtung gemäss Figur 4 mit einem Riegel in der Öffnungsstellung,
Figur 6
die Vorrichtung gemäss Figur 5 beim Ausdrehen des Drehrahmens,
Figur 7
die Vorrichtung gemäss Figur 6 beim Eindrehen des Drehrahmens,
Figur 8
die Vorrichtung gemäss Figur 7 kurz vor dem Wiedererreichen der Fahrstellung, und
Figur 9
das Zusammenwirken des Sicherungshebels für den Riegel mit einer anderen Verriegelungsvorrichtung.
A particularly high level of operational reliability of the locking is obtained when the bolt or the opening lever can be overlapped with a locking lever which indicates a position of the bolt in the closed position and which has to be pivoted away to actuate the bolt. Further advantages and individual features of the invention result from the following description of an exemplary embodiment and from the drawings. Show it:
Figure 1
a plan view of a trolley equipped with three rotating frames,
Figure 2
2 shows a side view of the rail car according to FIG. 1,
Figure 3
a side view of a locking device,
Figure 4
a cross section through a railroad car with a double lock in the driving position,
Figure 5
4 the device according to FIG. 4 with a bolt in the open position,
Figure 6
the device according to Figure 5 when turning the rotating frame,
Figure 7
6 the device according to FIG. 6 when the rotating frame is screwed in,
Figure 8
the device according to Figure 7 shortly before the driving position is reached again, and
Figure 9
the interaction of the locking lever for the bolt with another locking device.

Die Figuren 1 und 2 zeigen, wie an sich bekannt, einen Bahnwagen 3, dessen Ladefläche 7 beispielsweise mit drei Drehrahmen 2 bestückt ist. Der Bahnwagen hat zwei Fahrwerke 10, 10′ und weist eine Tragkonstruktion auf, die aus wenigstens zwei parallelen Hauptträgern 9, 9′ besteht. Die einzelnen Drehrahmen 2 sind um eine vertikale Achse 5 auf beide Seiten um einen Schwenkwinkel α drehbar. Dabei sind die Drehrahmen auf den kreisbogenförmigen Stützschienen 38 abgestützt.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 railway carriage has two trolleys 10, 10 'and has a supporting structure which consists of at least two parallel main beams 9, 9'. The individual rotating frames 2 can be rotated about a vertical axis 5 on both sides by a pivoting angle α. The rotating frame is supported on the circular support rails 38.

Gemäss Figur 1 befindet sich der mittlere Drehrahmen in der Wechselstellung, in der er teilweise über die Längsseite 8′ der Ladefläche 7 hinausragt. Ein Lastwagen 6 ist im gleichen Winkel wie der Schwenkwinkel α rückwärts an den Drehrahmen herangefahren, so dass ein auf dem Lastwagen ruhender Wechselbehälter 1 auf den Drehrahmen 2 hinübergeschoben werden kann. Der noch leere Drehrahmen auf der linken Seite und der bereits beladene Drehrahmen auf der rechten Seite stehen beide in der Fahrstellung, parallel zu den Längsseiten 8 und 8′ der Ladefläche 7. Beim Ladungsträger braucht es sich nicht unbedingt um einen Wechselbehälter zu handeln. Es könnte sich dabei auch nur um einen palettenartigen Unterbau handeln, auf dem eine Ladung aufliegt. Die erfindungsgemässe Verriegelungsvorrichtung ist bei jedem Drehrahmen etwa in einer Ebene angeordnet, die in Figur 2 mit I bezeichnet ist. Die Verriegelung hat somit einen möglichst grossen Abstand zur vertikalen Achse 5, um die Verriegelungsfunktion mit einer möglichst geringen mechanischen Beanspruchung erfüllen zu können.According to Figure 1, 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 moved backwards to the rotating frame at the same angle as the pivoting angle α, so that an interchangeable container 1 resting on the truck can be pushed onto 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. The locking is thus as far as possible from the vertical axis 5 in order to be able to perform the locking function with the least possible mechanical stress.

Einzelheiten der Verriegelungsvorrichtung sind aus Figur 3 ersichtlich. Beim Hauptträger 9 handelt es sich vorzugsweise um einen Doppel-T-Träger aus Stahl. Als Gestell für die Verriegelungsvorrichtung ist im rechten Winkel seitlich ein Querträger 29 an den Hauptträger 9 angeschweisst. Der Riegel 11 ist als annähernd gerade verlaufender Doppelhebel mit einem relativ kurzen Sperrarm 12 und mit dem etwas längeren Betätigungsarm 13 ausgebildet. Der Riegel ist um die Riegelachse 14 drehbar gelagert und das Ende des Betätigungsarms 13 liegt auf einem unteren Anschlag 22 auf. die Oberseite des Sperrarms 12 ist als Führungskulisse 16 ausgebildet, ebenso wie die Unterseite des Betätigungsarms 13, die eine Führungskulisse 17 bildet.Details of the locking device can be seen in Figure 3. The main carrier 9 is preferably around a double T-beam made of steel. As a frame for the locking device, a cross member 29 is laterally welded to the main support 9 at a right angle. The bolt 11 is designed as an approximately straight double lever with a relatively short locking arm 12 and with the somewhat longer actuating arm 13. The bolt is rotatably mounted about the bolt axis 14 and the end of the actuating arm 13 lies on a lower stop 22. the top of the locking arm 12 is designed as a guide link 16, as is the bottom of the actuating arm 13, which forms a guide link 17.

Der Sperrarm 12 des Riegels 11 ragt von unten schräg in die Drehebene der Tragschiene 4. Diese ist mit einem Sperrelement 15 versehen, das als in die Tragschiene eingeschweisste Stahlplatte ausgebildet ist. Das Sperrelement fällt von der Mitte des Bahnwagens gegen aussen hin schräg ab und zwar in einem Winkel, der etwas weniger steil ist, als der Winkel des Riegels 11 in der Schliessstellung. Wie dargestellt ist die Tragschiene 4 als Hohlkastenprofil mit einem nasenartigen Absatz 26 ausgebildet. Das Sperrelement 15 ist innerhalb des Hohlkastenprofils an einem Stützlappen 28 abgestützt. Der Absatz 26 dient dazu, einen Träger 27 des Wechselbehälters aufzunehmen. Wie aus den Figuren 4 bis 8 zu entnehmen ist, sind jeweils sich benachbarte Verriegelungsvorrichtungen axialsymmetrisch ausgebildet.The locking arm 12 of the bolt 11 projects obliquely from below into the plane of rotation of the mounting rail 4. This is provided with a locking element 15, which is designed as a steel plate welded into the mounting rail. The locking element drops obliquely from the center of the rail car towards the outside and at an angle that is somewhat less steep than the angle of the bolt 11 in the closed position. As shown, the mounting rail 4 is designed as a hollow box profile with a nose-like shoulder 26. The locking element 15 is supported within the hollow box profile on a support tab 28. The paragraph 26 serves to receive a carrier 27 of the swap body. As can be seen from FIGS. 4 to 8, adjacent locking devices are each formed axially symmetrical.

Zum Bewegen des Riegels 11 in seine Öffnungsstellung ist unter dem Riegel an einem Gelenk 21 ein Öffnungshebel 18 angelenkt. Dieser trägt an seinem freien Ende einen Handgriff 20 und im Abstand zum Gelenk 21 ein Führungsglied 19, das beim Hochheben des Öffnungshebels 18 mit der Führungskulisse 17 zusammenwirkt. Der Öffnungshebel 18 in der hochgehobenen Stellung ist durch strichpunktierte Linien angedeutet. In dieser Stellung steht er an einem oberen Anschlag 23 an. In seiner unteren Ausgangsstellung liegt der Öffnungshebel 18 wie das Ende des Betätigungshebels 13 auf dem unteren Anschlag 22. Der Riegel 11 in seiner Öffnungsstellung ist ebenfalls durch strichpunktierte Linien angedeutet. In dieser Stellung gibt er das Sperrelement 15 frei und er liegt annähernd horizontal unterhalb der Drehebene des Drehrahmens 2 bzw. der Tragschiene 4.To move the bolt 11 into its open position, an opening lever 18 is articulated under the bolt on a hinge 21. This carries at its free end a handle 20 and at a distance from the joint 21 a guide member 19 which cooperates with the guide link 17 when lifting the opening lever 18. The opening lever 18 in the raised position is indicated by dash-dotted lines. In this position, it is in contact with an upper stop 23. The opening lever 18 lies in its lower starting position like the end of the actuating lever 13 on the lower stop 22. The bolt 11 in its open position is also indicated by dash-dotted lines. In this position, it releases the locking element 15 and it lies approximately horizontally below the rotating plane of the rotating frame 2 or the mounting rail 4.

Zum Sichern des Riegels in seiner Schliessstellung ist ein Sicherungshebel 25 vorgesehen, der auf einer Schwenkebene im rechten Winkel zur Schwenkebene des Riegels am Bahnwagen angelenkt ist. Zur besseren Auflage des Sicherungshebels ist am Betätigungsarm 13 eine Ausnehmung 24 angeordnet. Zusätzliche Funktionen des Sicherungshebels 25 werden später noch erörtert.To secure the bolt in its closed position, a securing lever 25 is provided, which is articulated on the rail carriage on a pivoting plane at a right angle to the pivoting plane of the bolt. For better support of the safety lever, a recess 24 is arranged on the actuating arm 13. Additional functions of the locking lever 25 will be discussed later.

Figur 4 zeigt einen Querschnitt durch den Bahnwagen 3 etwa in der Ebene 1 gemäss Figur 2. Aus Gründen der besseren Übersichtlichkeit sind hier Fahrwerk und weitere Einzelheiten des Wagenunterbaus nicht dargestellt. Der Bahnwagen besteht im Wesentlichen aus den beiden Hauptträgern 9 und 9′, an denen seitlich wie oben beschrieben die Verriegelungsvorrichtungen angeordnet sind. Der Wechselbehälter 1 ruht auf den beiden Trägern 27, 27′ in den Tragschienen 4, 4′. Die Riegel 11, 11′ befinden sich in der Schliessposition und die Öffnungshebel 18, 18′ liegen etwa horizontal in ihrer Ausgangsstellung. Die Sicherungshebel sind hier ebenfalls nicht dargestellt.FIG. 4 shows a cross section through the railway carriage 3 approximately in level 1 according to FIG. 2. For reasons of better clarity, the running gear and further details of the carriage substructure are not shown here. The train carriage consists essentially of the two main beams 9 and 9 ', on which the locking devices are arranged laterally as described above. The swap body 1 rests on the two supports 27, 27 'in the mounting rails 4, 4'. The bolts 11, 11 'are in the closed position and the opening levers 18, 18' are approximately horizontal in their starting position. The safety levers are also not shown here.

Beim Ausdrehen des Drehrahmens auf eine Seite spielt sich folgender Vorgang ab: Gemäss Figur 5 wird zunächst auf der betreffenden Seite der Öffnungshebel 18′ in Pfeilrichtung a hochgeschwenkt. Dabei bewegt sich der Riegel 11′ in die Öffnungsstellung, in welcher das Sperrelement 15′ freigegeben wird. Jetzt kann der Drehrahmen 2 in Pfeilrichtung b manuell oder mit Hilfe eines Seilzugs ausgedreht werden. Dabei überfährt das Sperrelement 15' die Stirnseite des Riegels und schiebt den Öffnungshebel 18′, der in die Drehebene des Drehrahmens hineinragt, wieder zurück in seine Ausgangsstellung.When the rotating frame is turned out on one side, the following process takes place: According to FIG. 5, the opening lever 18 'is first pivoted up in the direction of arrow a on the relevant side. The bolt 11 'moves into the open position in which the locking element 15' is released. Now the rotating frame 2 can be turned out manually in the direction of arrow b or with the aid of a cable. The locking element 15 'passes over the end face of the bolt and pushes the opening lever 18', which is in the plane of rotation of the rotating frame protrudes back into its original position.

Der Riegel 11′ kann sich jetzt wieder frei bewegen und fällt vorübergehend ebenfalls wieder in seine Schliessstellung zurück, in welcher er auf dem unteren Anschlag 22 (Figur 3) aufliegt. Wie aus Figur 6 ersichtlich ist, wird der Riegel 11′ jedoch beim weiteren Ausdrehen in Pfeilrichtung b durch das benachbarte Sperrelement 15 wieder niedergedrückt. Durch die Schräglage des Sperrelements und durch die Führungskulisse 16 ist dies ohne grosse Reibungsverluste möglich. Auch das Sperrelement 15 überfährt auf diese Weise den Riegel 11′, ohne dass dieser wieder in seine Öffnungsposition geschoben werden müsste.The bolt 11 'can now move freely again and temporarily falls back into its closed position, in which it rests on the lower stop 22 (Figure 3). As can be seen from Figure 6, the bolt 11 ', however, is depressed again by the adjacent locking element 15 when turning further in the direction of arrow b. Due to the inclined position of the locking element and through the guide link 16, this is possible without major friction losses. The locking element 15 passes over the bolt 11 'in this way, without this having to be pushed back into its open position.

Figur 7 zeigt den Zustand in der Wechselstellung bzw. beim Eindrehen in Pfeilrichtung c zurück in die Fahrstellung. Das Sperrelement 15 kann auch in dieser Bewegungsrichtung den Riegel 11′ überfahren und zwar aufgrund der Konfiguration der Führungskulisse 16. Nach dem Überfahren durch das Sperrelement 15 kehrt der Riegel 11′ vorübergehend wiederum in seine Ausgangslage zurück, bis das Sperrelement 15′ den Riegel erreicht.Figure 7 shows the state in the change position or when turning in the direction of arrow c back into the driving position. The locking element 15 can also drive over the bolt 11 'in this direction of movement because of the configuration of the guide link 16. After passing over the locking element 15, the bolt 11' temporarily returns to its starting position until the locking element 15 'reaches the bolt.

Diese Situation ist in Figur 8 dargestellt. Auch das Sperrelement 15′ überfährt jetzt nochmals den Riegel 11′ und drückt ihn nach unten bzw. in Richtung Öffnungsstellung. Beim vollständigen Erreichen der Fahrstellung schlägt das Sperrelement 15 am Riegel 11 an, der während des ganzen Vorgangs unverändert in seiner Schliessstellung verblieben ist. Gleichzeitig fällt auch der Riegel 11′ nach dem Überfahren durch das Sperrelement 15′ wieder in seine Schliessstellung zurück, so dass wiederum die in Figur 4 dargestellt Ausgangslage erreicht wird.This situation is shown in Figure 8. The locking element 15 'passes over the bolt 11' again and presses it downwards or in the direction of the open position. When the driving position is completely reached, the locking element 15 strikes the bolt 11, which has remained unchanged in its closed position during the entire process. At the same time, the bolt 11 'falls back into its closed position after being driven over by the locking element 15', so that the starting position shown in FIG. 4 is reached again.

Wie aus Figur 9 ersichtlich ist, sind die Sicherungshebel 25 und 25′ benachbarter Riegel über eine Gelenkstange 30 miteinander verbunden. Soll beispielsweise der Riegel 11′ in die Öffnungsstellung gebracht werden, so muss zuerst der Sicherungshebel 25′ in Pfeilrichtung d weggeschwenkt werden. An der Gelenkstange 30 ist ein Hebel 31 befestigt und daran ist eine Schubstange 32 angelenkt. Beim Schwenken der Sicherungshebel 25, 25′ wird ersichtlicherweise die Schubstange 32 in Pfeilrichtung e bewegt. Das Ende der Schubstange 32 ist über ein Gelenk 33 an einer Sperrplatte 34 befestigt. Diese Sperrplatte kann um Kippgelenke 41 innerhalb eines bestimmten Winkels gekippt werden.As can be seen from FIG. 9, the securing levers 25 and 25 'adjacent bolt connected to each other via an articulated rod 30. For example, if the bolt 11 'is brought into the open position, the locking lever 25' must first be pivoted away in the direction of the arrow d. A lever 31 is fastened to the joint rod 30 and a push rod 32 is articulated thereon. When pivoting the locking lever 25, 25 ', the push rod 32 is evidently moved in the direction of arrow e. The end of the push rod 32 is fastened to a locking plate 34 via a joint 33. This locking plate can be tilted about tilting joints 41 within a certain angle.

Die Funktion der Sperrplatte 34 besteht darin, die beiden Halteklauen 35 zu sichern, welche in die Träger 27 des Wechselbehälters eingreifen. Diese Halteklauen dienen dazu, den Wechselbehälter oder einen anderen Ladungsträger gegen ein Abheben von den Tragschienen 4, 4′ zu sichern. Die Halteklauen sind um Schwenkachsen 36 schwenkbar, deren Enden über ein Kegelradgetriebe 37 mit einer gemeinsamen Federachse 39 verbunden sind. Auf der Federachse ist eine Schraubenfeder 40 angeordnet und vorgespannt, welche als Kraftspeicher dient und welche die Halteklauen 35 in die Eingriffsstellung vorspannt. Beim Ausdrehen des Drehrahmens federn die Halteklauen zurück und werden gegen die Kraft der Schraubenfeder 40 nach unten gedrückt. Dies ist jedoch erst möglich, wenn die Sperrplatte 34 vorher mit Hilfe des Sicherungshebels 25′ weggekippt wurde.The function of the locking plate 34 is to secure the two holding claws 35, which engage in the carrier 27 of the swap body. These holding claws are used to secure the swap body or another load carrier against lifting off the mounting rails 4, 4 '. The holding claws can be pivoted about pivot axes 36, the ends of which are connected to a common spring axis 39 via a bevel gear mechanism 37. A helical spring 40 is arranged and preloaded on the spring axis, which serves as an energy store and which preloads the holding claws 35 into the engagement position. When the rotating frame is unscrewed, the holding claws spring back and are pressed downward against the force of the coil spring 40. However, this is only possible if the locking plate 34 has previously been tilted away with the aid of the locking lever 25 '.

Die Sicherungshebel 25, 25′ erfüllen so besonders sinnvoll eine Doppelfunktion, indem sie einerseits die beiden Riegel 11 und 11′ sichern und indem mit ihnen gleichzeitig die Verriegelung des Ladungsträgers freigegeben wird. Die Halteklauen 35 könnten z.B. auch unmittelbar über die Schubstange 32 betätigt werden.The securing levers 25, 25 'thus fulfill a particularly useful dual function by, on the one hand, securing the two bolts 11 and 11' and by simultaneously releasing the locking of the load carrier with them. The holding claws 35 could e.g. can also be operated directly via the push rod 32.

Claims (10)

  1. Device for locking a turntable (2) mounted on a railroad wagon (3), said turntable, which can be rotated about a vertical axis (5) from a transport position running parallel to the longitudinal sides (8, 8') of the load surface (7) into a transfer position which is offset in relation to said longitudinal sides, possessing two parallel support rails (4, 4'), and said locking device fixing the turntable (2) in the transport position, characterized in that the locking device possesses at least one locking bar (11) which can be brought into engagement with the turntable (2), and which can be moved from a closed position into an opened position, and which is mounted as a linkage beneath the turntable in such a way that in the open position both the support rails (4, 4') can travel over said locking bar during pivoting of the turntable outwards and inwards, and that during inward pivoting said locking bar will return to the closed position automatically through the force of gravity.
  2. Device according to claim 1, characterized in that the locking bar (11) is formed as an articulated lever with a blocking arm (12) and an activating arm (13), that the locking bar is mounted on the longitudinal side of the railroad wagon as a linkage which can pivot about a horizontal axis (14) and that the blocking arm (12), in its closed position, assumes an inclination to the horizontal plane of rotation to engage against a blocking element (15) on the turntable (2).
  3. Device according to claim 2, characterized in that the upper side of the blocking arm (12) is formed as a guide surface (16) which coordinates with the lower side of the turntable (2), respectively with the blocking element (15), in such a way that the locking bar (11) is held beneath the plane of rotation during outwards and inwards pivoting.
  4. Device according to claim 3, characterized in that, in order to pivot the turntable outwards on both sides of the railroad wagon, locking bars (11, 11') are arranged at both sides to lie opposite each other, and that a blocking element (15, 15') is arranged on both turntable support rails (4, 4') in such way that the locking bar on the respective opposing side can be pressed downwards during outwards and inwards pivoting.
  5. Device according to claim 4, characterized in that the blocking elements on both support rails are blocking plates which are inclined downwards and outwards from the centre axis of the raiload wagon.
  6. Device according to one of the claims 2 to 5, characterized in that the locking bar (11) can be moved to the opening position by means of an opening lever (18) and can be fixed in this position, and on pivoting the turntable outwards said opening lever can be returned again to its initial position in which the locking bar can move freely.
  7. Device according to claim 6, characterized in that the locking bar activating arm (13) possesses a guide surface (17) on its underside, and that the opening lever (18) is mounted as a linkage on a plane of movement parallel to the pivoting plane of the locking bar on the railroad wagon and that said opening lever possesses a guide member (19) which, in the open position, engages on the guide surface (17) for pivoting of the locking bar.
  8. Device according to one of the claims 1 to 7, characterized in that the locking bar (11) is secured in its closed position by a securing lever (25) which engages over the locking bar and which can be pivoted away in order to move the locking bar.
  9. Device according to claim 6 or claim 7, characterized in that the opening lever is secured in its initial position by a securing lever (25) which engages over the opening lever can be pivoted away in order to move the opening lever.
  10. Device according to claim 8 or 9, characterized in that the securing lever (25) coordinates with a device for locking of a load carrier on the turntable and that the load carrier locking device can be released on pivoting away of the securing lever.
EP92810357A 1991-05-27 1992-05-13 Lateral locking device of a turning platform on a railcar Expired - Lifetime EP0516586B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH1559/91 1991-05-27
CH155991 1991-05-27

Publications (2)

Publication Number Publication Date
EP0516586A1 EP0516586A1 (en) 1992-12-02
EP0516586B1 true EP0516586B1 (en) 1995-01-25

Family

ID=4213257

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Application Number Title Priority Date Filing Date
EP92810357A Expired - Lifetime EP0516586B1 (en) 1991-05-27 1992-05-13 Lateral locking device of a turning platform on a railcar

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EP (1) EP0516586B1 (en)
AT (1) ATE117634T1 (en)
CZ (1) CZ283102B6 (en)
DE (1) DE59201258D1 (en)
FI (1) FI922417A (en)
PL (1) PL168922B1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4424254C2 (en) * 1994-07-09 1997-11-20 Waggonfabrik Talbot Gmbh & Co Locking between a rotating frame and a base
NL2000602C2 (en) * 2007-04-20 2008-10-24 Cbw Holding B V Turning frame, and rail vehicle.

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4129079A (en) * 1977-07-07 1978-12-12 Shannon Montague W Railroad car for highway trailers

Also Published As

Publication number Publication date
PL168922B1 (en) 1996-05-31
EP0516586A1 (en) 1992-12-02
CS158392A3 (en) 1992-12-16
DE59201258D1 (en) 1995-03-09
FI922417A (en) 1992-11-28
FI922417A0 (en) 1992-05-26
PL294685A1 (en) 1993-01-25
ATE117634T1 (en) 1995-02-15
CZ283102B6 (en) 1998-01-14

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