EP0522113A1 - Wagon a marchandises - Google Patents

Wagon a marchandises

Info

Publication number
EP0522113A1
EP0522113A1 EP19920902691 EP92902691A EP0522113A1 EP 0522113 A1 EP0522113 A1 EP 0522113A1 EP 19920902691 EP19920902691 EP 19920902691 EP 92902691 A EP92902691 A EP 92902691A EP 0522113 A1 EP0522113 A1 EP 0522113A1
Authority
EP
European Patent Office
Prior art keywords
hood
hoods
closed position
roller
freight wagon
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.)
Ceased
Application number
EP19920902691
Other languages
German (de)
English (en)
Inventor
Günter Ahlborn
Paul-Werner Wagener
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.)
ABB Henschel Waggon Union GmbH
Original Assignee
ABB Henschel Waggon Union GmbH
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 ABB Henschel Waggon Union GmbH filed Critical ABB Henschel Waggon Union GmbH
Publication of EP0522113A1 publication Critical patent/EP0522113A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D39/00—Wagon or like covers; Tarpaulins; Movable or foldable roofs
    • B61D39/002—Sliding or folding roofs
    • B61D39/003—Sliding or folding roofs telescopic

Definitions

  • the invention relates to a closed railway freight wagon with fixed end walls, an essentially flat loading floor and covering the loading space, lying in one position in the closed position and displaceable on top of one another by rollers running on running rails, which are divided in their upper apex, with joints and a cover. can be lifted and pivoted out of their closed position into a displacement position by means of an actuating device and each hood resting in the closed position on an end wall is non-positively clamped to the end wall and at its opposite end to the frame of the undercarriage of the railway freight wagon.
  • railway freight wagons are known in which the loading area is delimited by fixed end walls and is covered by hoods designed in a portal-like manner and telescopically movable into one another.
  • These freight wagons the loading area of which can be exposed for easy access from the sides and from the top in sections, depending on the number of hoods, are used primarily for the transport of specifically heavy loads (for example, large sheet metal rolls) that are fixed on the loading area can.
  • These wagons are less suitable for the transport of general cargo, because if the load is offset, opening the hoods can be made more difficult by opening the hoods telescopically.
  • Another disadvantage is that the teleskopö ⁇ ige pushing the hoods together, the entire cargo space is limited according to the dimensions of the smallest hood.
  • a structure covering the loading area consists of at least two hoods lying side by side in a closed position in an alignment, which are supported by rollers and can be pushed into one another in order to simplify the loading and unloading of the vehicle in such a way that Depending on the direction of displacement of these hoods, the left or right hood can release the corresponding part of the loading area.
  • the hoods of this previously known embodiment are longitudinally divided in their upper apex, the two halves of each hood being connected to one another by means of joints.
  • separate, parallel rails are provided for the rollers of each hood, on which the hoods can be moved.
  • a disadvantage of this known design is the lack of clinging of the hoods to the body in the closed position of the hoods, so that the longitudinal forces arising from the cargo when the rail freight wagon is being moved must be fully absorbed as bending forces by the end walls.
  • Another disadvantage of this embodiment is that the railroad freight wagon can only be opened about halfway, which leads to loading difficulties when loading and unloading long goods.
  • a rail vehicle with extendable and movable hoods is also known, in which the hoods can be formed in their upper apex with a strip of resilient material around which the two hood halves formed by the arrangement of the strip can be pivoted against each other in a predetermined range.
  • the hoods can be formed in their upper apex with a strip of resilient material around which the two hood halves formed by the arrangement of the strip can be pivoted against each other in a predetermined range.
  • To move the hoods they are lifted out of their closed position and pivoted out by means of an actuating device and moved over the hood in the closed position.
  • both hoods must now be moved together over the first half of the load space that was already open.
  • a disadvantage of this known design is also the lack of clinging of the hoods to the vehicle body in the closed position, as well as the complicated design of the actuating device of the individual hoods, which requires several rails on each longitudinal side of the car and sometimes requires several hoods to be moved one above the other.
  • Another disadvantage of this embodiment is that the tensioning of the hood when it swings out due to the lack of joints does not ensure contact-free displacement of the hood.
  • a railway freight wagon which has a roof and side parts, each of which contains at least two movable wall parts.
  • These wall parts are arranged in the closed position in a common plane and can be pivoted by means of an actuating device, for example rotatably mounted guides, into a sliding plane lying in front of the common closing plane and can be moved in this plane in the longitudinal direction of the vehicle.
  • the wall parts are connected to roof sections, each of which extends in the length of a wall part and overall forms the vehicle roof. In the case of wall parts located in the plane of displacement, the roof sections have a position which permits longitudinal displacement.
  • a disadvantage of this embodiment described above is the multi-joint system of each hood, which includes fundamental disadvantages with regard to the softness of the individual hoods in the closed position and when they are moved. For this reason, this embodiment is not discussed further in the present invention.
  • DE-0S 33 12 001 further defines a rail freight wagon with end walls and a fixedly arranged central portal, an essentially flat loading floor and covering the loading space, in the closed position lying in one plane and running rollers running over running rails, hoods which can be moved one above the other divided in its upper parting, with joints and are provided with an elastic cover and can be raised and pivoted out of their closed position into a shifted position by means of an actuating device, in which the central portal firmly connected to the base frame is arranged without striving, each of which has the loading space between an end wall and the central portal covering hood in the closed position is clamped positively and non-positively to the end wall at its end wall-side longitudinal end, stands on its longitudinal sides below near the end wall-side longitudinal end with stop pieces in the direction of the end wall with play in front of stop cams on the frame of the base of the railway freight wagon, near its central portal-side longitudinal end their longitudinal sides below with cramps in the direction of the end wall with play in front of and under anti-lift cams
  • hoods covering the loading space allows them to be optionally lifted and moved over the central portal and the hood which is in the closed position.
  • the space within the clearance profile can be optimally used for the loading space.
  • the hoods with the end walls and the base are automatically locked in the longitudinal direction of the carriage.
  • the end wall can thus be built lighter and its connection to the underframe can be made simpler.
  • the hood stands in the support rails of the underframe by means of its support feet, which relieves the rollers.
  • a disadvantage of this known design is the limited possibility of opening the loading space, which is at most the size of a hood, as a result of which the loading space can be opened only just under half.
  • the object of the present invention was now to find a closed rail freight wagon with hoods covering the cargo space, in which, based on the construction according to DE-OS 3312001, the cargo space more as half, preferably two thirds, can be opened.
  • the railroad freight wagon has three hoods, the facing ends of which are tightly connected to one another via labyrinth seals, an outer hood and the central hood from the closed position in a shifted position for opening the hoods can be lifted and swung out and placed on a common running rail and the middle hood over the outer hood in the shift position or the outer hood in the shift position under the middle hood or the outer hood in shift position and the middle hood over the one in the locking position outer hood can be moved.
  • the middle hood and an outer hood can be optionally raised and moved over the outer hood which is in the closed position.
  • the space within the clearance profile can be optimally used for the loading space.
  • the outer hoods are automatically clamped to the front walls and the base in the longitudinal direction of the car.
  • the charge pressure acting on the end walls in the event of a buffer impact is largely transferred via the hoods into the underframe of the railway freight wagon.
  • the bulkhead can be made lighter and its connection to the base frame can be made easier.
  • About two thirds of the loading space can be opened.
  • only one running rail is arranged on each longitudinal side of the wagon for moving the hoods.
  • the arrangement of the only running rail on each long side of the wagon used to move all three hoods is advantageous in terms of construction and economy.
  • each hood carries, as is known, a roller foot with a roller and a short auxiliary rail in the longitudinal direction of the vehicle, which protrudes laterally to the middle of the carriage, on both sides below its longitudinal ends, the roller feet of the middle hood with their rollers in the closed position of the hood and auxiliary rails overlap the roller feet of the outer hoods, which are arranged towards the center of the carriage, and closer to the respective front wall, as the roller feet of the outer hoods.
  • This design and arrangement of the roller feet of the middle hood advantageously enables the arrangement of the single running rail on each long side of the carriage for moving all three hoods.
  • the actuating device for each hood includes an actuating shaft on each longitudinal side of the wagon, which is rotatably mounted in the longitudinal direction of the wagon in the underframe, the actuating shafts of each outer hood being rotationally connected to one another and being rotatable directly, preferably from the front wall, while the Actuating shafts of the middle hood via fixed rocker arms on the actuating shafts of the middle and outer hoods and by means of pivot rods connected to them by means of one another and rotatable.
  • This embodiment is advantageous in that only one actuating device is arranged on the respective end wall for actuating the middle and one outer hood.
  • one joint of each tow bar is provided with an elongated hole acting as a freewheel. This ensures that when the middle hood and one outer hood are actuated, the second outer hood remains in the closed position and that no force is applied when the middle hood and an outer hood are actuated.
  • FIG. 1 shows a part of the side view of a rail freight wagon according to the invention
  • FIG. 2 shows a partial section along line II-II of FIG. 1, with the schematically illustrated raised and swung-out outer and middle hoods
  • FIG. 3 shows a partial section along line III-III of FIG. 1,
  • FIG. 4 shows a section through the actuating shafts of the hoods of the rail freight wagon according to the invention with the hoods in the closed position
  • 5 shows the section according to FIG. 4 with the middle and outer hood raised and swung out
  • FIG. 6 shows the section according to FIG. 4 through the actuating shaft of the middle hood and the actuating shaft of an outer hood with the middle hood raised and the outer hood located in the closed position
  • Figure 7 is an enlarged view of detail VII of Figure 1
  • Figure 8 is an enlarged view of detail VIII of Figure 2.
  • the loading space of the railway freight wagon shown in the drawing is essentially delimited by the loading floor 2 forming the upper side of the underframe 1, the head-end walls 3 and the outer hoods 4 and the middle hood 5.
  • the hoods 4 and 5 In the closed position of the hoods 4 and 5, they lie with their ends against metallic labyrinth seals 6 against one another or against the front wall 3.
  • the cross-section of each hood 4 and 5 is approximately the same as the clearance profile for rail freight wagons.
  • each hood 4 and 5 In its upper apex each hood 4 and 5 is longitudinally divided, the halves of each hood 4 and 5 being articulated to one another by hinge or bolt joints 7 arranged in the longitudinal axis of the carriage.
  • the separation point of each hood 4 and 5 is completely provided with an elastic cover, not shown, which is tightly attached to each half of each hood 4 and 5.
  • Each outer hood 4 is non-positively clamped at the end wall in the region of its angling with the end wall and at its end pointing towards the center of the wagon at the bottom with the underframe of the rail freight wagon in the closed position.
  • This stapling corresponds essentially to the stapling according to DE-OS 33 12001.
  • roller feet 10 and 11 are fixedly arranged near the longitudinal ends of the hoods 4 and 5, at the free end of which a roller 12 is rotatably arranged.
  • the rollers 12 are in the shifted position of the hoods 4 and 5 on a respective track 13, which is arranged on the outside of the base frame 1.
  • the running rail 13 is straight and continuous from end wall 3 to end wall 3.
  • roller feet 11 of the middle hood 5 are designed so that in the closed position of the hoods 4 and 5, the roller feet 11 of the middle hood 5 overlap the roller feet 10 of the longitudinal end of the outer hood 4 pointing towards the center of the carriage and the rollers 12 of the middle hood 5 closer to The end wall 3 are the adjacent rollers 12 of the outer hoods 4.
  • the hoods 4 and 5 are sealed and laterally guided in their side end profiles 15 in the loading floor 2 via their lower side ends 4a and 5.
  • an actuating shaft 16 and 17 is arranged in the underframe 1 of the rail freight wagon, each being rotatably mounted in the longitudinal direction of the wagon.
  • Each actuating shaft 16 and 17 carries for each roller foot 10 or 11 of the hood 4 or 5 assigned to it a swivel arm 18 or 19 with a swivel roller 20 which can be rotated about an axis arranged in the transverse direction of the carriage at its free end.
  • the swivel roller 20 of each swivel lever 18 and 19 rests with closed hoods 4 and 5 under the auxiliary rail 14 of the roller feet 10 and 11 of the outer and middle hoods 4 and 5.
  • Each actuating shaft 16 of the outer hoods 4 has a rocker arm 21 or 22 at its end facing the middle of the carriage and each actuating shaft 17 has two rocker arms 21 or 22 at its two longitudinal ends.
  • the free ends of the rocker arms 21 of the actuating shaft 16 of the outer hood 4 are with the free ends of the rocker arms 22 the actuating shaft 17 of the central hood 5 is articulated by a towing bar 23.
  • the end of each drag rod 23 connected to the rocker arm 22 is designed as an elongated hole 24.
  • an intermediate shaft can be arranged between each actuation shaft 16 and 17, which reverses the direction of rotation of the rocker arms 21 and 22 by means of correspondingly arranged rocker arms and tow bars or enables the actuation shafts 16 and 17 to be structurally adapted to one another.
  • the actuating shafts 16 of an outer hood which are coupled in a rotationally reversed manner, are expediently actuated by a not shown actuating device in front of the end wall 3, a handwheel and Chain or bevel gear rotated.
  • actuating shafts 16 When the actuating shafts 16 are rotated, they pivot the corresponding outer hood 4 from the end profile 16 of the base frame upward via the support arm 18 and the support roller 20 resting under the auxiliary rail 14 and spread the outer hood 4 downwards outwards.
  • the pivoting of the hood 4 takes place up to a stop (not shown) to such an extent that each roller 12 of the outer hood 4 is in a cutout 25 of the running rail 13.
  • the support lever 19 is actuated via the rocker arm 21 of the actuation shaft 16, the tow rod 23 and the rocker arm 22 of the actuation shaft 17 of the middle hood and with it via the support roller 20, the auxiliary rail 14 and the roller foot 11 the middle hood 5 this also raised and spread until its roller 12 is in a cutout 26 of the rail 13. Due to the elongated hole 24 in the towing bar 23, the towing lever 21 of the second outer hood 4 which is in the closed position is not acted upon, as a result of which this hood remains in the closed position.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Tents Or Canopies (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)
  • Specific Sealing Or Ventilating Devices For Doors And Windows (AREA)
  • Ship Loading And Unloading (AREA)

Abstract

L'invention concerne un wagon à marchandises fermé, pourvu de capots (4, 5) qui se trouvent dans le même plan lorsqu'ils sont fermés, qui sont dotés d'articulations et qui sont divisés à leur somet. Les capots peuvent être levés et basculés vers l'extérieur lorsque l'on veut les ouvrir, et chacun d'eux peut être déplacé par coulissement sur un autre capot (4 ou 5) se trouvant en position fermée. Le but de l'invention est de permettre de découvrir plus de la moitié, de préférence les deux tiers, de la surface de chargement d'un tel wagon à marchandises. On a atteint ce but en dotant le wagon à marchandises de trois capots (4 et 5) dont les extrémités adjacentes sont hermétiquement reliées par l'intermédiaire de joints à labyrinthe (6). Pour ouvrir les capots (4 ou 5), on soulève et on fait basculer vers l'extérieur un des capots extérieurs (4) et le capot médian (5) pour les faire passer de la position fermée à la position de coulissement et les mettre sur un rail commun (13), et l'on fait coulisser le capot médian (5) sur le capot extérieur (4) se trouvant en position de coulissement, ou bien l'on fait coulisser le capot extérieur (4) se trouvant en position de coulissement sous le capot médian (5), ou bien l'on fait coulisser le capot extérieur (4) se trouvant en position de coulissement et le capot médian (5) sur le capot extérieur (4) se trouvant en position fermée.
EP19920902691 1991-01-24 1992-01-18 Wagon a marchandises Ceased EP0522113A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE4102041 1991-01-24
DE19914102041 DE4102041A1 (de) 1991-01-24 1991-01-24 Eisenbahngueterwagen

Publications (1)

Publication Number Publication Date
EP0522113A1 true EP0522113A1 (fr) 1993-01-13

Family

ID=6423614

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19920902691 Ceased EP0522113A1 (fr) 1991-01-24 1992-01-18 Wagon a marchandises

Country Status (6)

Country Link
EP (1) EP0522113A1 (fr)
CS (1) CS17092A3 (fr)
DE (1) DE4102041A1 (fr)
FI (1) FI924238A (fr)
WO (1) WO1992012881A1 (fr)
YU (1) YU7192A (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4234268C2 (de) * 1992-10-10 1999-05-06 Deutsche Waggonbau Ag Ausstelleinrichtung für Schiebewände und Haubenverdecke von Güterwagen
FR2706840A1 (en) * 1993-06-22 1994-12-30 Arbel Fauvet Rail Sa Device for operating a sliding door which equips the side wall of a vehicle, such as a wagon, and sliding-door vehicle equipped with such a device

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE923669C (de) * 1952-02-12 1955-02-21 Franz Kruckenberg Dipl Ing Geschlossener Fahrzeugkoerper, insbesondere fuer Schienenfahrzeuge
FR1451558A (fr) * 1965-07-23 1966-01-07 D Epluches Atel Const Véhicule de charge à carrosserie ouvrante
DE3312001A1 (de) * 1983-04-02 1984-10-04 Waggon Union Gmbh, 1000 Berlin Und 5900 Siegen Eisenbahngueterwagen
DD227100B1 (de) * 1984-09-20 1988-10-19 Niesky Waggonbau Veb Haubenverdecke fuer gueterwagen und container
DE3524721A1 (de) * 1985-07-11 1987-01-22 Talbot Waggonfab Gedeckter eisenbahngueterwagen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9212881A1 *

Also Published As

Publication number Publication date
FI924238A0 (fi) 1992-09-22
CS17092A3 (en) 1992-08-12
DE4102041A1 (de) 1992-07-30
WO1992012881A1 (fr) 1992-08-06
FI924238A (fi) 1992-09-22
YU7192A (sh) 1995-10-03

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