EP0727338B1 - Railway transport unit for the mixed transport of containers and swap bodies - Google Patents

Abstract

The unit consists of two length-adjustable double-axle waggons. Each waggon has front bogie sections, and container locking bolts (4), e.g. for a 40' container (1) and two at least (22') swap bodies (2). The waggon length (15) is smaller than the overall length of the two swap bodies, and is determined by the distance between the two outer corner fittings (3) of the bodies. The distance thus created between two individual waggons (5), and further distances created by the combination of other containers and bodies, is bridged by long coupling rods (6). These are length-adjustable, or rods of different length may be used.

Description

The invention relates to a rail transport unit for the mixed transport of containers and swap bodies according to the preamble of claim 1.

Solutions are already known which pursue the goal of better utilization of the usable loading length of a rail transport unit and thus the optimal utilization of the train lengths permissible as well as the permissible train weights.
By adapting the loading lengths of the wagons to the transport containers, the distances between the containers on the wagons and in the train set should also be kept small in order to avoid aerodynamically unfavorable transitions and thus additional traction energy expenditure.

According to DE 4238315, a solution was proposed in which the train units consist of two-axle and / or bogie wagons for the shock-absorbing transport of large containers when using long slide beams in the base frame of the wagon or of sliding loading platforms on the wagons.
In addition to the well-known short coupling of the actual vehicles via coupling rods in the train set, the sliding loading platforms or the car bodies attached to the sliding frame are also connected by coupling rods or buffers.
In a single car, the travel of the sliding long beam or the sliding loading platform shortens the usable loading length by 2 x the displacement distance of the damping device due to the movement spaces to be kept free at the ends, so the loading length for the transport unit is only 2 x by using the proposed "double clutch" shortened the displacement. This increases the loading length, the previous reduction of which was attributable to the introduction of shock consumption routes.

The main disadvantage of this proposal is that only the additional thrust paths
the middle car can be avoided. The actual loading length of the train or single wagon or the loading platforms cannot be adjusted to the container lengths.

This means, inter alia, that in the case of different large containers, larger areas of the length of the loading platforms remain unused due to the resulting gaps between the containers, with the known disadvantages of increased aerodynamic resistance and a relatively high dead load of the vehicles.
There is no direct influence on the length of the loading platforms or the coupling area.

According to DE AS 1680377, a version for car units with additional long-stroke shock absorption is made known, in which the coupling of the individual cars of the unit to one another is arranged once on the medium-length beams equipped with long-stroke shock absorption and, on the other hand, the underframes of each rail vehicle are additionally connected to one another by a length-constant spacer bar that is articulated on all sides connect to.
The aim is, in the same way as in DE 4238315, to increase the unit length and thus the train length due to the additional long working stroke of the shock absorbing device between the base frame and the longitudinal member of the lubricant not to be effective separately on each individual car.
The same disadvantages mentioned above arise for the proposed inventive solution, since an individual loading length adjustment of the wagons to the container length is not realized in any way.
With regard to the proposed coupling of the two individual cars to one another, it should be noted as a disadvantage that the arrangement of the close coupling with attached diagonal buffers between the "floating" medium-length beams considerably reduces the restoring effect of the buffers, since the through forces are only taken up by the constant-length spacer bar.
Another disadvantage is the proposed arrangement principle of the length-constant spacer bar itself, which provides for attachment in the area of the head pieces.
It requires a relatively complex and material-intensive underframe construction and, with regard to the running safety under longitudinal compressive forces, especially in narrow S and solid arches, high dead weights are required which have a negative influence on the wagon and train loading parameters.

A solution has also been announced in which the carrier wagon preferably consists of one three-part telescopic medium-length beam, at the end parts of fixed underframe parts are arranged with single-axis drives. The middle part of the telescopic medium-length beam carries a mounting frame with container locking pin, so that a total change in length by telescoping the medium-length beam via a self-actuating drive or by means of a shunting locomotive. which compresses the vehicles against a braked end car or apart, is possible. The single wagons are connected via coupling rods.

This solution has the disadvantage that the telescopic frame in the respective length positions is always as long as the longest containers to be transported. The self-supporting Swap body overhangs are not used to shorten the underframe.

Furthermore, short positions are caused by long overlaps of the telescopic Medium length girder the material is not optimally used in contrast to the long positions. Alles this leads to high car weights.

The adjustability of the base between the drives ensures the greatest possible Travel, however, it causes high costs, since the main structural part of a wagon, so z. B. the medium-length beam in the middle area, in which the highest bending stresses occur, must be telescoped. Another disadvantage is that the loading platform is directly in length between the drives must be adjusted, which has the consequence that the loading length immediately during the loading process between depositing the incoming container and the placement of the new container must be done.

Since these two activities usually take place in direct succession in block trains, z. B. a shunting locomotive or energy for a self-actuating drive during the entire charging process are provided, which causes high costs.

The process of length adjustment also requires a corresponding amount of time, particularly in fast container handling systems, where the containers can 0.5 m / sec must be loaded and unloaded one after the other, throws special Problems on.

Another disadvantage is that during the loading process, the length adjustment on a wagon means that entire train sections have to be moved in the manner of a maneuvering operation, which raises occupational safety problems and does not allow parallel working at several points on a 700 m long train.
A separation of the unloading process of the train from the loading process is also not economical.

The invention has for its object a rail transport unit for the mixed Transport of containers and swap bodies without the disadvantages listed above create.

According to the invention the object is in accordance with the characterizing parts of the claim solved.

The advantages of the inventive solution are, in particular, that once the bases can be made rigid and are also shorter than the total length of the containers to be transported on them, ie the self-supporting overhangs of the swap bodies are used.
The transmission of the longitudinal forces over the now very long free coupling areas takes place via a relatively light long coupling rod. This leads to significant weight and cost savings.
By eliminating the displaceability in the area between the drives with the simplifications that are given, the costs and the dead weight of the carrier wagons are also reduced.
Since the wheel contact points are used for measuring purposes for the fully automatic detection of the containers by lifting means, it is also advantageous if these reference points remain unchangeable due to a constant wheel base.

The problems of derailment safety that arise with weight reduction in the train association acting longitudinal forces are simultaneously through the use of the long coupling rods and the linkage in the base frame. When a train has to be pushed through S-bends result in lower lateral forces on the wheel flange and premature wheel raises are avoided.

With the shift in the length adjustability of the wagons from the center area to the coupling area In particular, cheaper handling is also possible during the handling process.

a) Zu Beginn werden die leeren Einheiten bzw. der Ganzzug durch eine Lokomotive in die Langstellung (alle verstellbaren Kuppelstangen sind ganz ausgezogen) gezogen. Dazu wird der letzte Wagen angebremst.

b) Danach kann die Beladung des Zuges beliebig mit allen Typen der international standardisierten Großcontainer und Wechselbehälter erfolgen.

c) Vor der Abfahrt des Zuges drückt die Streckenlok nach Anbremsung des letzten Wagens den Zug auf die optimale Längenstellung, dabei erhält jeder einzelne Tragwagen seine optimale Länge.

d) Bei der Ankunft des Ganzzuges auf dem Zielterminal oder an einer Schnellumschlaganlage wird derselbe durch die Streckenlok oder eine Rangierlok erneut in die Langstellung gezogen, wonach die uneingeschränkte Ent- und Beladung erfolgen kann.

Mit dieser möglichen Verfahrensweise wird folgendes erreicht:

• Keine Längenverstellung mehr während des unmittelbaren Umschlagprozesses
• Es entfällt die ständige Bereitstellung einer Rangierlok bzw. einer Energiequelle
• Es entfällt der zusätzliche Zeitbedarf für die Längeneinstellung, so daß Züge auch ohne Probleme Schnellumschlaganlagen durchlaufen können
• Keine Rangierbewegungen mehr aus der Längenverstellung während des Umschlagprozesses

When using length-adjustable long coupling rods that are automatically controlled via a train-bus system and when operating block trains of combined cargo traffic, the following procedure for optimal length division is preferably possible.

a) At the beginning, the empty units or the block train are pulled into the long position by a locomotive (all adjustable coupling rods are fully extended). To do this, the last car is braked.

b) The train can then be loaded with any type of internationally standardized large container and swap body.

c) Before the train leaves, after the last car has braked, the mainline locomotive presses the train to the optimum length, and each individual wagon is given its optimum length.

d) When the block train arrives at the destination terminal or at a rapid transshipment facility, it is pulled into the long position again by the mainline locomotive or a shunting locomotive, after which unrestricted unloading and loading can take place.

With this possible procedure, the following is achieved:

• No more length adjustment during the immediate handling process
• There is no constant provision of a shunting locomotive or an energy source
• The additional time required for length adjustment is eliminated, so that trains can run through quick-change facilities without any problems
• No more shunting movements from the length adjustment during the handling process

With the device according to the invention, railway transport units are created which by adapting the loading length to the fully applied container, for example at the Deutsche Bundesbahn AG has a maximum permissible train length of 700 m and train weights of 1,600 t can take advantage of that ensure the running safety with the smallest dead weight of the empty wagons and that an inexpensive new construction and an inexpensive fast handling of the vehicles in the Enable the transshipment process.

Ausrührungsbeispiele the invention are shown in the drawings and are in following described in more detail.

Fig. 1

eine Seitenansicht vom Mitteltragwagen mit Beladeschema

Fig. 2

eine Seitenansicht zweier Wagenenden in Kurzstellung

Fig. 3

eine Draufsicht eines Mittelwagen

Fig. 4

eine Seitenansicht eines Endwagen mit Beladeschema

Fig. 5

eine Draufsicht auf ein Endwagenende

Fig. 6

einen Querschnitt durch einen Zugeinrichtungseinbau

Show it:

Fig. 1

a side view of the medium wagon with loading scheme

Fig. 2

a side view of two car ends in short position

Fig. 3

a top view of an intermediate car

Fig. 4

a side view of an end car with loading scheme

Fig. 5

a plan view of an end car end

Fig. 6

a cross section through a train device installation

As Figures 1, 2 and 3 show, the single carrier 5 consists of a fixed, not length-adjustable base frame 8. The length is adjusted using different lengths or adjustable long coupling rods 6.

The carriage length 15 is limited by the distance of the container corner fittings 3 from at least two interchangeable containers 2.1 of the group 22, which have a 20 foot corner fitting distance, according to the internationally standardized large containers and exchangeable containers.
The arrangement of container locking pins 4 of a container 1.3 with a 40 foot corner fitting distance is symmetrical in length.
The head piece 13 of the carrier car 5 is thus set back by the distance "e" as the distance between the last two pairs of container locking pins at the end of the underframe 8 and at the same time assumes the function of the drive carrier 14.
The interchangeable containers 2.1, with their self-supporting stems, thus protrude the carriage length 15 by the overhang "c" and the space thus increased between the carrying carriages 5 is bridged by the arrangement of long coupling rods 6.
To improve the derailing behavior of the relatively light wagon 5 thus obtained, coupling rods 6 are used so long that their articulation point 7 in the front section 10 is at least twice the length of the shaft length used in the internationally standardized automatic center buffer coupling, which protrudes into the undercarriage stem, than the distance from the articulation point 7 to the end of the wagon corresponding to distance "b"
Preferably, however, the articulation point 7 of the coupling rod 6 should lie in the area of the wheel set, since then the lowest transverse forces arise, as shown in FIG. 3 at the right end of the carrier.

In addition, the rigidity of the base frame 8 is achieved by the formation of at least one Long beams and cross beams enlarged as torsionally stiff hollow profiles. So overall low lateral forces on the wheel sets and wheel lifting when pushing trains avoided by S-bends. According to the invention it is provided either coupling rods 6 in their Exchanging length, they by the arrangement of plug holes in the rods 6 or in Underframe 8 or by telescopic rods 6, the length locking device 23 have, according to Fig. 3 adjustable in length. Moving can be done by one Shunting locomotive, a self-propelled drive, an independent transport unit or by an independent length actuator respectively. A control of the lengths, the locking device and the actuator through a train-bus system is advantageous.

1, 2 and 4 show the advantageous arrangement of the container locking pin 4 on the bases 8 using the inventive idea. In the case of an end car 5 with a fixed head section, it is advantageous, according to FIG. 4, to combine a swap body 2.1 at least of group 22, which has a 20 foot corner fitting removal, with a container 1.1 of the genus 20 feet, since despite the absence of the adjustable coupling rod 6 favorable loading lengths can be achieved at the end of the train.
In addition, it is provided according to claim 5 to arrange container locking pin 4 for two positions of a container 1.3 of the genus 40 feet, one position being symmetrical to the single-axle drives 12 and the other shifted towards the end of the frame towards the center of the transport unit.
This ensures that swap bodies 2.5 of group 45 can also be driven on the end car with a fixed underframe end section, with the spacing of the containers from one another and good axle utilization.
The above-mentioned container pins 4 arranged symmetrically to the single-axle drives 12 according to FIG. 4 serve in the direction of the central transport unit at the same time for receiving containers 1.2 of the type 30 feet up to swap bodies 2.8 of the type 86.
The container locking pins 4 arranged at the other end of the container 1.2 of the class 30 feet serve at the same time for the symmetrical loading of containers 1.1 of the class 20 feet and of swap bodies 2.1 from group 22, 2.2 from group 23, 2.3 from group 24 and 2.4 from group 26. Thus will propose an advantageous solution that only requires a small number of container locking pins 4.
Fig. 5 shows the vehicle end of an end car.
In order to be able to make an optimal length adjustment here, half-coupling rods are used, which are located between the head piece 13 and the drive cross member 14.
At the end, a head piece attachment 18 with side buffer 19 and pulling device 20 is provided.
To reduce the transverse forces between the flange and the rail and to ensure derailment security under longitudinal tensile forces, force and movement compensation via joint 21 is provided between the head piece attachment 18 and the half coupling rod 17.

6, the end carrier 5 is completed by a pulling device 20, which is preferably Via a lever linkage 22, the force can be introduced into the lower frame 8 into a lower level, which also means long loading lengths and an advantageously low loading level for the end car is achieved.

The design of the bases 8 of the carrier 5 is advantageously proposed according to FIGS. 3 and 5 and claim 10.
The design of the base frame 8 is possible both in the outer long beam and in the medium long beam construction.

List of the reference symbols used

1

Container

1.1

20-foot container

1.2

30-foot container

1.3

40-foot container

2

Swap bodies

2.1

Swap bodies in group 22

2.2

Swap bodies in group 23

2.3

Swap bodies in group 24

2.4

Swap bodies in group 26

2.5

Swap bodies in group 45

2.6

Swap bodies in group 86

3

Containereckbeschlag

4

Containerarretierungszapfen

5

wagon

6

coupling rod

7

articulation

8th

undercarriage

9

Side sills

10

Stem base game

11

Undercarriage midsection

12

Einachslaufwerk

13

headpiece

14

Drive crossmember

15

car length

16

Endtragwagen

17

Half coupling rod

18

Headpiece cultivation

19

page buffer

20

drawbar

21

joint

22

lever linkage

23

Length locking device

a

Distance between the single carrier wagons

b

Distance of the coupling point of the coupling rod from the front edge of the car

c

Swap body overhang

d

Safety distance between two containers or underframes from the neighboring single wagon

e

Distance of the container locking pins of the container of the genus 40 feet and the End spigot of at least two swap bodies in group 22.

Claims (10)

1. Railway transport unit for mixed transport of internationally standardized large containers and swap bodies with individual wagons, the loading length of which can be adapted to the containers to be transported, which are connected by means of drawbars, which are designed to accommodate two swap bodies, each with a 20-foot spacing between corner fittings, and the wagon length of which is less than the total length of the two swap bodies together, characterized in that the headstocks (13) of the wagons (5) are set back relative to the ends of the outer longitudinal members (9) by an amount corresponding to the distance between the outer retention studs (4) of at least two swap bodies (2.1) with a 20-foot spacing between corner fittings and those of a symmetrically mounted container (1.3) with a 40-foot spacing between corner fittings, and in that the headstock (13) simultaneously assumes the function of the running gear crossmember (14), and in that the two free ends of the outer longitudinal members (9) are bounded directly by the parts of the fixing of the container retention studs (4) of the said two swap bodies (2.1), and in that the spacing "a" thus formed between the individual wagons (5) and further spacing dimensions is bridged by the arrangement of adjustable-length long drawbars (6) or of exchangeable long drawbars (6) using different lengths as a function of the containers frequently encountered or those present at the moment of loading, depending on further possible combination of other swap bodies (2) and containers (1), and in that the pivotal connection points (7) of the drawbar (6) are in each case situated in the region of the individual running gear (12) of the underframe (8), although the spacing (b) of the pivotal connection point (7) of the drawbar in the front-end parts (10) of the underframe up to the front edge of the underframe (8) is at least equal or greater than twice that shank length of the internationally standardized automatic central buffer coupling which projects into the front end of the underframe, and in that the length or adjustability of length of the drawbar (6) is, on the one hand, embodied in such a way that in the case of the maximum length dimension, the large overhangs (c) of the two opposite swap bodies (2) plus a safety clearance (d) for the motional behaviour of the containers and the underframes (8) is allowed for and that, on the other hand, in the case of the minimum dimension of the drawbars (6), the safety clearance (d) between the adjacent ends of the underframes and the containers is still just present.
2. Railway transport unit according to Claim 1, characterized in that the end wagon (16) at the end remote from the transport unit has a half drawbar (17) with a headstock attachment (18), which is equipped with side buffers (19) and a towing device (20), which is mounted and supported between the headstock (13) and the running-gear crossmember (14).
3. Railway transport unit according to Claim 2, characterized in that force and motion compensation is provided between the half drawbar (17) and the headstock attachment (18) and hence the side buffers (19) in the case of the end wagons (16).
4. Railway transport unit according to Claim 2 or 3, characterized in that the level at which the towing force is introduced into the underframe (8) relative to that of the actual towing device (20) is lowered, preferably by means of lever-type pivotal connection (22), in order to achieve the lowest possible container support surfaces and the largest possible loading lengths with the smallest possible spacings between two end wagons (16).
5. Railway transport unit according to Claim 1, characterized in that end wagons that are embodied without a half drawbar (17) and a headstock attachment (18) but with a rigid headstock portion with a towing and shock device are designed in their length dimension to jointly accommodate at least one swap body (21) with a 20-foot distance between corner fittings and a container (1.1) with a length of 20 feet and moreover have container retention studs for two positions of a container (1.3) with a 40-foot distance between corner fittings, one position being displaced symmetrically with respect to the single-axle running gears (12) and the other being displaced as far as the end of the underframe in the direction of the centre of the transport unit.
6. Railway transport unit according to one of Claims 1 to 5, characterized in that long fixed drawbars (6), optimized in length for the common container types (1, 2) that occur with great frequency, for predominantly continuous use are arranged between the individual wagons (5) of the overall transport unit or of wagon groups within the unit.
7. Railway transport unit according to one of Claims 1 to 6, characterized in that the long drawbars (6) have a plurality of holes to accommodate retention pins at their ends to allow length adjustment or in that such holes are provided in the underframe (8).
8. Railway transport unit according to one of Claims 1 to 5, characterized in that the long drawbars (6) are designed as two- or multi-part telescopic tubes with a length-locking device (23).
9. Railway transport unit according to one of Claims 1 to 8, characterized in that the adjustable-length long drawbars (6) are either adjusted against a braked end wagon by push or pull movements of the locomotive or in that they have an independent actuating drive and in that the length adjustment and length locking are controlled as a function of the containers (1) and swap bodies (2) to be transported, preferably by means of a train bus system.
10. Railway transport unit according to one of Claims 1 to 9, characterized in that the pivotal connection point (7) of the drawbar (6) or half drawbar (17) is situated between the two running-gear crossmembers (14) and in that at least one longitudinal member and two crossmembers of the underframe are designed as box girders in order to increase the torsional stiffness of the wagon (5).

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