EP1125814B1

EP1125814B1 - Shift and opening mechanism for sliding walls in a railway freight wagon

Info

Publication number: EP1125814B1
Application number: EP20010660023
Authority: EP
Inventors: Jaakko Heikkinen; Olavi Mäenpää; Pasi Takalo
Original assignee: K Technology AB
Current assignee: K Technology AB
Priority date: 2000-02-18
Filing date: 2001-02-01
Publication date: 2008-06-18
Anticipated expiration: 2021-02-01
Also published as: DE60134439D1; FI20000376A; EP1125814A1

Description

The invention relates to a shift and opening mechanism for rigid sliding walls in a railway freight wagon, which in a closed position thereof constitute a cover enclosing a wagon space and in an open position offset outwards from the wagon space are slideable over closed-position sliding walls longitudinally relative to the wagon, said shift and opening mechanism comprising: bottom expander mechanisms with counterparts therefor along longitudinal sides of a wagon in the vicinity of the bottom edges of sliding walls; a longitudinal top beam in the top portions of a wagon and provided with top expander mechanisms, comprising lengthwise and rigid second profiles movable around a pivot axis and their lengthwise edge, which points away from said pivot axis, constituting a guide element which is equal in length to said profile and in contact with an upper edge of each sliding wall and able to be set in a transverse direction of the wagon in two different positions which represent the closed position and the open position of a sliding wall.
The type of railway freight wagons, which are provided with a hard or rigid cover, often employ sliding wall structures for the opening, loading and unloading of a cargo well. These consist typically of two sliding walls present on the opposite sides of a freight wagon, extending from a low-level loading platform, or from slightly therebelow, as side walls upwards and further as an inclined roof element to or near the centre line of a wagon. Along the centre line of a wagon is often disposed a top beam lengthwise of the wagon, on which the top edges of sliding walls are propped and which is often adapted to be supported by a so-called central arch. In order to manage the opening of such a sliding wall, its bottom edge, top edge, or both must be provided with a mechanism capable of shifting either the bottom edge of a sliding wall, the top edge of a sliding wall, or both outwards from the wagon interior across such a distance that the sliding wall is capable of moving over the other, closed-position sliding walls of the railway wagon. A multitude of various shift and opening mechanisms are prior known for such a shift. In addition, the wagon is provided along the sides thereof and secured to a wagon frame with permanent or removable longitudinal run channels and the sliding walls have matching runners, whereby the sliding walls, in the expanded open position thereof, are able to roll, while supported by these runners, along the run channels over the top of closed-position cover elements. In its traditional design, such a shift mechanism is quite complicated and, further, particularly awkward in view of not allowing the sliding wall to close unintentionally and to cause havoc and damage. This problem is due to the fact that, in the open position thereof, the sliding walls are at the highest point of their shifting action, which is a labile equilibrium and requires special measures for preventing the sliding walls from accidentally falling back to the closed position thereof as a result of some external force, such as a jolt or the wind. These factors contribute to the fact that the structure becomes relatively heavy and complicated, as well as awkward in operation. In addition, the opening of such a sliding wall may become troublesome, if the cargo present inside the freight wagon has moved and presses against the wall.
The publication GB-2 104 021 discloses a lateral shift mechanism for the bottom edges of sliding walls, which consists of a heavy-duty swivel axle and two run channels set at an equal distance from the pivot axis and in contact with the swivel axle at the webs thereof. If the axle of this mechanism is turned through an angle between the radii between the guide rails and the pivot axis, the sliding walls are shifted laterally of the wagon in such a way that the sliding walls are coplanar in the closed position and in the open position thereof and, thus, as a whole, have only been moved in a horizontal direction. Across the extent of an expanded cover, the open cover travels along its structurally inner, but outwardly shifted run channels and, over the top of a closed cover, the open cover travels along structurally outer run channels. The publication does not describe any lateral shift mechanism for the top edge of sliding walls. An advantage offered by this prior art structure is that the opening of sliding walls is not at all troubled by the possible pressing of goods present in the cargo well against the sliding walls, since the sliding walls are shifted directly outwards. The open position of a sliding wall is also stable, since the sliding-wall maneuvering lever pivots past its upper dead centre. However, a drawback in this alternative is that the roof element of a sliding wall must be made quite steep, so that the above-described merely horizontal lateral movement would provide a sufficient clearance between the roof elements of open-position and closed-position sliding walls, such that the open-position sliding wall would have enough space to move across the top of the closed-position sliding walls. This steep roof element limits and reduces the size of a loading space and, therefore, this solution is not attractive in terms of loading capacity.
The patent publication FI-97458 discloses both a shift mechanism for the bottom edge of a rigid construction sliding wall in a railway freight wagon and a shift mechanism for the top edge thereof. First of all, the mechanism comprises lengthwise run channels alongside a wagon and attached to its frame and runners in sliding walls as well as in the bottom portions of the frame sides, as well as lateral shift mechanisms for the sliding walls along with running tracks for rollers. The swivel axle for these running tracks to be pivoted by means of lateral shift mechanisms is here positioned at the mid-point of a shifting distance between the closed position and the open position of sliding walls, said running tracks using the lever arm thereof to shift the bottom edges of sliding walls between coplanar inner and outer positions thereof. The running tracks for rollers mounted on the wagon frame are adapted to be vertically movable, such that, in the top position thereof, said tracks are in line with the offset run channels. In order that the run channels be able to pivot outwards to the proper positions thereof, said running tracks move downwards a distance equal to the length of the run channels. Therefor, the lateral shift mechanism is provided with special shifting means for running tracks. The mechanism also comprises on top of a freight wagon a top beam parallel to the centre axis, upon which the top edges of sliding walls are propped. The linkage or leverage between a top beam and sliding walls comprises at least two pivoted levers, each journalled directly to the frame of a wagon and having the pivot axes thereof at a horizontal distance from each other, and each being braced against the top portion of sliding walls for moving the same between its substantially coplanar positions and, further, through a longer distance laterally of the wagon than the shift performed by the bottom portion of sliding walls. This structure is relatively complicated and involves a multitude of components.
The publication DE-197 31 415 describes a shift mechanism for just the top edge of a sliding wall, comprising a lengthwise heavy-duty swivel axle journalled to a top beam, two sliding rails equal in length to the sliding wall being attached thereto by two webs. When the sliding rails are in the inner position thereof, the sliding wall closer to the top beam uses the gutter of a sliding wall surrounding the same to keep the sliding wall closed, whereby the outer sliding rail is free. By turning the swivel axle of this mechanism through an angle between the radii between the sliding rail and the pivot axis away from the top beam, the sliding walls can be moved outwards laterally of the wagon, such that the inner one of the two sliding rails of the mechanism now settles in line with the outer sliding rail coincidental with the adjacent closed sliding wall, said gutter of the sliding wall being able to slide along both of these rail sections. This structure and its operation are completely analogous to the mechanism and operation described in the publication GB-2 104 021 , the solutions being primarily mirror images of each other and the difference being in the fact that in the DE publication the components slide on top of each other, while the GB publication discloses the use of rollers. In the structure disclosed in the publication DE-197 31 415 , the sliding wall gutters for sliding rails are upwards open, thus collecting dirt, snow, and water as well as freezing over in winter, rendering the mechanism useless. The solution also requires structural components, which are comparatively expensive, regardless of the manufacturing method employed.
The publication CH-486 350 describes a shift mechanism for the doors of a railway wagon, wherein the doors are only moved in a horizontal direction, i.e. the door has its closed position and open position at the same level or coplanar. In the cited publication, the bottom mechanism consists of protruding compensation rails fitted to the bottom edge of a door, as well as of long profiles which constitute swivel rails and which are mounted and journalled to be pivotable relative to the wagon frame with several levers and by which the bottom edges of doors are shifted outward and inward by supporting the doors from the runners thereof. In the publication, the top mechanism consists of guides, coated with teflon or the like and present in the top edges of a door, which in the open position of a door slide along the inner surface of a roof edge gutter. The top edges of a door are transferred along long profiles, which include guide-flanking forks, a lever-arm forming web, and an axle member, around which the pivoting occurs. This upper profile is pivoted at its ends and the upper profile is journalled at the ends of the axle member. The fork is located below the axle member and is in contact with the wagon frame by way of the profile and, moreover, the top edge of the door constitutes merely a vertical guide rail. The arrangement described in the publication is not capable of lifting the top edge of a door or a sliding cover vertically upwards. The guide rail of a wall lies outside the fork as the door is open, whereby the wind load or some other external force is capable of moving the top door edge, which is hazardous.
The publication EP 0 629 537 describes a shift and opening mechanism for rigid sliding walls in a railway freight wagon. In addition to the features described in the first paragraph of this specification, this known mechanism has the feature that the top edge of the sliding walls is provided with a downward open edge gutter, whereby this edge gutter of the sliding wall presently in the open position slides while supporting itself on the guide element presently in the second outer position.
it is a principal object of the invention to provide for a sliding wall in a railway freight wagon, i.e. for such a cover of a railway wagon, which supports itself at the bottom upon the frame of a wagon at or below a floor level and supports itself at the top upon a top beam constituting a member of the wagon frame, such mechanisms enabling a lateral and longitudinal shift and opening, which do not limit a full exploitation of the running dimension of a railway wagon as a cargo space for the wagon. A second object of the invention is to provide such lateral shift and opening mechanisms, which do not impede the opening of a sliding wall even if the load present in a cargo well were to press against the cover and which sufficiently well prohibit the unintentional closing of a sliding wall presently in an open position as a result of external forces, such as the wind. A third object of the invention is a shift and opening mechanism, whereby the lifting of a cover to its open position would be light and the moving of a sliding wall lengthwise of a wagon would be light and as quiet as possible. A fourth object of the invention is a shift and opening mechanism, whose operation would be disturbed as little as possible by various weather conditions and/or by fluctuations thereof. A fifth object of the invention is a shift and opening mechanism, which does not prevent the edges of a sliding wall from being made effectively tight. A yet further object of the invention is a shift and opening mechanism of the above type, which is as maintenance-free as possible and manufacturable at reasonable costs.
The above-described drawbacks can be eliminated and the above-defined objects can be accomplished by means of a shift and opening mechanism of the invention, which is characterized by what is defined in the characterizing clause of claim 1.
As for the benefits gained by a shift and opening mechanism of the invention, it should first be mentioned that, if the mechanism is adapted to effect lateral expansion of a sliding wall both at the bottom edge of a sliding wall and at the top edge thereof, the roof section of a sliding wall can be provided with a design as permitted by running dimensions. A second virtue in a shift and opening mechanism of the invention is a low noise level produced by the shift of a sliding wall, which is contributed to by the use of plastic parts and aluminium profiles. A third benefit is particularly the tightness of a top beam and the top edge of a sliding wall, as the upper or top mechanism presses the sliding wall edge against the top beam over its entire length. A fourth benefit is the fact that, by virtue of its shift and opening mechanism, since the new profile used particularly therein is in itself rigid and strong, the sliding wall is able to withstand quite a high pressure applied by the carried goods, in case of the cargo moving. Thus, the inventive profile reinforces the top and bottom edges of a sliding wall. A fifth benefit of the invention is that the lateral shift or expansion of a sliding wall is achievable with a relatively minor force and the shift is quiet as far as noise is concerned. In addition, the up/down actions of a sliding wall occur in a highly reliable manner, as the inventive shift and opening mechanism itself is in control of the up/down movements of a cover, instead of formerly used adjustable stops and guides. The inventive shift and opening mechanism is also highly maintenance-free.
The invention will now be described in detail with reference made to the accompanying drawings.
Fig. 1 depicts a railway freight wagon fitted with shift and opening mechanisms of the invention for sliding walls, in a general side view from a direction I in fig. 2.
Fig. 2 shows the railway freight wagon of fig. 1 generally in a cross-section along a plane II-II in fig. 1.
Fig. 3A shows a bottom expander mechanism of the invention for a sliding wall in a closed sliding wall position in solid lines and in an open sliding wall position in dashed lines, in a view similar to fig. 2, but to a larger scale and without fall blocking plates, in a railway wagon cross-section along a plane III-III in fig. 1.
Figs. 3B and 3C show the same spot as fig. 3A, but with fall blocking plates in place, in a closed and, respectively, open sliding wall position, in a cross-section along a plane III-III in fig. 1.
Fig. 4 shows a top expander mechanism of the invention for a sliding wall in a closed sliding wall position in dash-and-dot lines and in an open sliding wall position in solid lines, in a view similar to fig. 2, but to a larger scale, in a railway wagon cross-section along a plane IV-IV in fig. 1.
Fig. 5 shows a fixed sliding wall guide of the invention, included in the top expander mechanism of a sliding wall and fastened to the central arch of a railway wagon frame, in a view similar to fig. 4 and in an open sliding wall position, in a railway wagon cross-section along a plane V-V in fig. 1.
Fig. 6 shows the same spot as fig. 5, with a first sliding wall in its closed position and a second sliding in its open position pushed on top of the first sliding wall, in a railway wagon longitudinal section along a plane VI-VI in figs. 2 and 5.
Figs. 1 and 2 visualize a railway freight wagon from outside, in a side view, and in a general cross-section, respectively. The railway freight wagon includes a frame 49, which provides the wagon with a floor structure 45 and a floor surface 44, as well as ends 47 and a top beam 48 connecting the same at the top and extending parallel to a wagon length L1. In this case, the frame further includes a central arch 46, which is secured to the top beam and along sides 1a and 1b of the wagon to a wagon undercarriage, such as to longitudinal frame beams 43 and to floor structures, and which supports the top beam 48. However, the inventive shift and opening mechanism is also applicable to a railway wagon with no central arch, although the effective mutual sealing or packing of successive covers may be problematic in that case. The railway freight wagon is provided with relatively rigid sliding walls 10, in this case four sets of sliding walls, two sets on both sides 1a and 1b of the wagon, but the number may be even more than that. In a closed position K thereof, the sliding walls 10 constitute a cover enclosing a wagon space 50, i.e. a cargo well, being attached by the edges thereof to a top beam, edges of the ends and alongside the floor structure, as well as to a possible central arch or directly to each other. In an open position A offset from the wagon space, the sliding walls 10 are movable over the top of sliding walls presently being in the closed position in a longitudinal direction L1 of the wagon. In this case, which includes the central arch 46, the successive sliding walls along each side of the wagon have a length L2 which is roughly by some section of a width L9 of the central arch and by some section of a thickness of the ends less than half of the railway wagon length L1 defined by the wagon ends 47. Otherwise, this railway freight wagon structure may include any appropriate solutions, which are therefore not described in more detail.
The inventive shift and opening mechanism comprises both bottom expander mechanisms 8a, 8b and top expander mechanisms along the first side la of a wagon and, respectively, along the second side 1b, just like other parts required for the movement of sliding walls and, at least regarding the presently described components, such parts are symmetrical with respect to a centre axis 40 of the wagon.
Reference is first made to shifting means in connection with bottom edges 13 of the sliding walls 10. The bottom edges 13 of the sliding walls 10 are conveniently fitted with rotating runners 11, having running planes which are parallel to the centre axis 40 and the length L1 of the wagon, in other words the runners have rotation axes 42 which are orthogonal to said centre axis. In the vicinity of the bottom edges of sliding walls, the wagon has its longitudinal sides 1a and 1b provided with the bottom expander mechanisms 8a and 8b, respectively, each of which consists e.g. of a swivel rail 2 parallel to the wagon length L1 and integral with a rigid first profile 60a, said first profile having a length L2 which is substantially equal to the length of a single, movable sliding wall 10, the first profile and the swivel rail, which is an integral part thereof, having a length L2 which is slightly more than the length L2 of the sliding wall as the swivel rail extends at least approximately all the way to the mid-point of the central arch 46 in order not to leave between the ends of the swivel rail 2 and a compensation rail 12, aligning as extensions of each other, any gap which would interfere with rolling of the runners 11. Each integrally continuous first profile 60a present for a sliding wall is in contact with a plurality of first attachments 3, each of which is attached with its lower bearing 20 to the wagon frame 49, said lower bearings providing the first profile 60a with one first pivot axis 5. These are used for moving a sliding-wall specific swivel rail in a first lateral direction W1, H1 of the wagon. On one longitudinal side 1a and 1b of the wagon, both successive first profiles 60a have a common first pivot axis 5. Each pivot axis 5 for a swivel rail is located below this particular swivel rail. Thus, the swivel rails 2 integral with the first profiles 60a can be set in two different positions, including a first inner position S 1 which represents the closed sliding wall position K and a first outer position U1 which represents the open sliding wall position A, during which condition the runners 11 are first of all allowed to roll along the swivel rail 2 whenever the runners of the discussed shifting wall are located along the length L2 of a swivel rail that brought the same to the outer position. Hence, the inventive first profile 60a comprises the swivel rail 2 with a length L2, as well as a web 59a, extending towards the pivot axis 5 of this profile and in contact with a plurality of first attachments 3 spaced from each other. Each attachment 3 always consists of a single leg protruding from the lower bearing 20 and connected with the web 59a of the first profile at its shaped attachment points, such as profile recesses. Each lower bearing 20 thus sets a single attachment 3 in engagement with the wagon frame 49 and the lower bearings are separately in contact with the wagon frame, but in such a line that each side 1a and 1b of the wagon is provided thereby with said first pivot axis, although there is no physical pivoting axle. The first rigid profile 60a, which may also be called the bottom profile 60a, is a hollow profile, with a hollow section 58 between the profile swivel rail 2 and the first pivot axis 5. In particular, such a profile form has torsional rigidity and supports the bottom edges 13 of sliding walls.
According to the invention, each sliding wall comprises a compensation rail 12, which is co-directional with the wagon length L1, i.e. parallel to the swivel rails 2, and which is rigidly attached to this sliding wall 10 and by means of an attachment rib 15 co-directional with the wagon length L1, protruding from the wall, particularly from the vicinity of its bottom edge 13, i.e. the compensation rail 12 extends away from the sliding wall at the centre axis 40 of the wagon. However, the compensation rails 12 lie substantially below the freight wagon floor level 44, and especially in the vicinity of the lower part of a sliding wall section H4 recessed towards the centre axis 40 of the wagon at or below the floor level. These above-mentioned aspects are proportioned to the wagon frame 49 and its elements as the sliding wall is in its closed position K. The recessed wall section height H4 is at least equal to a maximum diameter D4 of the runners 11 and has a width W4 crosswise of the wagon, which is at least equal to a thickness L4 of the runners. The compensation rail 12 has its outermost surface section 16 crosswise of the wagon at a distance G1 away from a vertical plane Tp extending through the outermost point 10 of a sliding wall towards a centre line 7 of the wagon. With this above-defined disposition and design, there is sufficient space around the compensation rail, especially in line with and above the same, for the movement of runners in the lengthwise direction L1 of the wagon, but the compensation rail 12 lies nevertheless within an accepted running dimension and does not constitute a member adversely protruding from the freight wagon, while the wagon space 50 can still be made large. Each individual sliding wall is provided with a single continuously extending compensation rail 12 at such a location that, as the swivel rail 2 of this particular sliding wall is in its first inner position S1, this compensation rail provides an extension to the swivel rail 2 of an adjacent sliding wall presently being in the first outer position U1. Of course, the first profiles 60a constitute between the swivel rail 2 thereof and the pivot axis 5 a lever length L3, said length and the pivot axis being respectively positioned in such a way that the swivel rails in the first outer position U1 thereof place themselves as an extension to the compensation rail 12 of the adjacent sliding wall 10. Thus, the dispositions and dimensionings are interdependent. As a matter of fact, the dispositions are such that, upon examining an individual sliding wall 10: When the sliding wall is in the closed position K, the compensation rail 12 is located at a certain spot relative to the permanent wagon frame 49 and, after this sliding wall has moved to its open position A, the swivel rail 2 shall now be as exactly as possible at the same spot which was just occupied by the compensation wall in the closed wall position. This definition applies actually to both rails in terms of top surfaces thereof, i.e. the swivel rail in terms of its running surface 25a and the compensation rail in terms of its running surface 25b, along which the runners 11 are rolling, the rest of the rail design being of no significance. The sliding wall presently being in the open position A has its runners 11 rolling along the compensation rails 12 while the latter are located along the length L2 of a sliding wall presently being in the closed position K.
Each swivel rail 2 of the first profile is located below the runners 11 of its assigned sliding wall in the closed sliding wall position K, and there is a small or a bit wider clearance between the same, so that the sliding wall does not brace itself with its runners against the swivel rail, but against the wagon frame, as described hereinafter. With a swiveling motion +ϕ of the first profile 60a, the swivel rail lifts the sliding wall from the closed position to the open position A through the action of runners, in other words, by lifting first from below and then supporting after an upper dead centre Y1, and lowers with a reversed swiveling motion -ϕ from the open position to the closed position, i.e. by first lifting and then after the upper dead centre Y1. Thus, said swiveling motion ±ϕ proceeds explicitly through and past the upper dead centre Y1 and said swiveling motion ϕ has an angle which is generally at least 90°, such as 100°-120°. The above-described first profiles 60a have the first pivot axis 5 thereof and the running surface 25a of a swivel rail has its centre of curvature 26 define therebetween an effective arm L3, which in the first inner position S1 lies either in a substantially horizontal position or at an angular deviation +β, which can be for example within the range of ±20° therefrom either upwards +β, as in the figure, or downwards -β, not shown in the figure. Hence, the effective arm L3 extends or is directed from its pivot axis 5 towards the wagon centre axis 40. In the first outer position U1, the effective arm L3 is at a substantial angle of inclination α outwards from a vertical plane Tv extending through the pivot axis 5, in other words in a direction pointing away from the wagon centre axis 40 and this vertical plane Tv. The angle of inclination α outward is at least 15°, but less than 45°, typically within the range of 20°-40°. Going beyond the upper dead centre Y1 and a sufficient angle of inclination α outward prevent an external force, such as the wind, from closing a sliding wall unintentionally, since the sliding wall now has its weight F holding it in a position below the upper dead centre.
The bottom expander mechanism 8a, 8b comprises additionally clamping hooks 27 in the wagon frame 49 and clamping brackets 28 inside the bottom sections of a sliding wall 10 or, alternatively, clamping brackets in the wagon frame and clamping hooks inside the bottom sections of a sliding wall. In the former and illustrated case, the end of clamping hooks comprises an elbow 29 upwards, which is substantially parallel to a direction D1 of the sliding wall closing pivotal motion-ϕ immediately prior to reaching the closed position K, as can be appreciated from the figure. Thus, said brackets 28 and hooks 27 are included in the wagon frame at a suitable distance below the floor surface 44 and from a furthermost fixed point 51 of the frame towards the centre axis and in the sliding wall opposite to each other, the brackets and hooks becoming engaged with each other during the sliding wall closing motion -ϕ and releasing from each other during the sliding wall opening motion +ϕ.
The runners 11 have a peripheral rolling surface 31 in the shape of a gutter and the running surface 25a of swivel rails is respectively convex or round and the running surface 25b of the compensation rail 12 is likewise substantially convex or round, whereby the runner stays on top of the swivel rail 2 and the compensation rail 12 and maintains well its rolling direction. The compensation rail 12 has its attachment rib 15 connected with the bottom surface of the compensation rail, such that its direction and size correspond to the direction and size of an attachment 3 in the proximity of the swivel rail 2 and presently in the first outer position U1, for the reason apparent from the next paragraph. The attachment rib 15 may include holes spaced lengthwise from each other, or it consists of a number of successive rib sections. The runners 11 have at least the peripheral rolling surface 31 thereof consisting of plastics, or the runners are completely made of plastics, perhaps with the exclusion of a bearing assembly between the same and the bottom edge 13 of a sliding wall.
In addition, the bottom expander mechanism comprises between the runners 11, typically alongside the runners, on one side or both sides thereof, fall blocking plates 32 transverse to the swivel rail 2 and rigidly mounted on the sliding wall 10. Each fall blocking plate 32 includes a recess 33, which extends from the vicinity of a swivel rail co-directionally with the web 59a presently in the first outer position U1 towards the first pivot axis 5. The recess 3 has cross-dimensions in a direction perpendicular to the centre axis 40, which exceed the cross-sectional dimensions of the web 59a of a first profile in the same direction by the size of a gap G2, whereby the fall blocking plates 32, are able to travel freely along with a sliding wall without being obstructed by the webs 59a presently in the outer position and by the attachments 3 and without being obstructed by the attachment ribs included in the sliding wall presently in the closed position K, as the sliding wall runners roll along the swivel rail 2 and the compensation rail 12 aligned as extensions of each other. Coincidental with the swivel rails, the recesses 33 include a bottom enlargement 31 enabling the passage of swivel rails and compensation rails. Over the section between this bottom enlargement and the outer edge of a fall blocking plate, the recess 33 has a width D3 and, thus, the attachment has a crosswise dimension which are both less than the diameter D2 of a swivel rail and a compensation rail, thus preventing the runner 11 from falling off the top of the swivel rail or compensation rail.
Reference is secondly made to shifting means in connection with top edges 14 of the sliding walls 10. The top beam 48 lengthwise of a railway freight wagon is provided with top expander mechanisms 9a, 9b, each of which consists of integrally constructed second profiles 60b, said second profile having a length L2 which is substantially equal to or slightly smaller than the length L2 of a single movable sliding wall, and which profiles are journalled to this top beam 48 of a wagon frame for swiveling the same around a second pivot axis 6. The outer ends of said second profiles 60b pointing away from the second pivot axis 6 constitute a continuous guide element 17 extending over the profile length L2. According to the invention, the top edge 14 of each sliding wall is provided with a downwards open edge gutter 24, said guide elements 17 for the second profile 60b remaining thereinside. In the top expander mechanisms 9a, 9b, each second profile 60b further comprises a web 59b extending from the guide element towards its second pivot axis 6, by which web the second profile is attached by means of several attachments 4 to spaced-apart upper bearings 36. Exactly the same way as in bottom expander mechanisms, each attachment 4 always consists of a single leg protruding from the upper bearing 36 and connected with the web 59b of a second profile at its shaped connecting points, such as profile recesses. Thus, each upper bearing 36 couples one attachment 4 with the wagon frame 49, in this case with the outer edge of a bottom flange 54 of the top beam 48 as visualized in the figure, and the upper bearings are separately mounted on the wagon frame, but in such a line as to provide along each side 1a and 1b of the wagon the above-mentioned second pivot axis 6, although there is no physical pivoting axle. The second rigid profile 60b comprises a hollow profile, wherein a hollow section 58 constitutes the profile guide element 17, which is thus contained at least more or less inside the edge gutter 24 of a sliding wall. Such a second profile, which may also be called a top profile 60b, has a cross-sectional form with particular torsional rigidity and which supports the top edges 14 of sliding walls. By means of a swivel motion of the profile, said guide elements 17 for the second profile 60b can be positioned in one cross-wagon direction W2, H2 in two different spots, one being an inner position S2 which represents the closed sliding position K and the other being an outer position U2 which represents the open sliding wall position A. Both successive second profiles 60b present on one side 1a and 1b of the wagon have typically at least more or less common second pivot axis 6.
Particularly according to the invention, the guide elements 17 for the second profiles 60b, which are free, i.e. present in the ends extending away from the second pivot axis 6, and continuous in a lengthwise direction L, are in the second outer position U2 located substantially above said second pivot axis 6 and thus positioned, as described above, in the downward open edge gutter 24 of the top edge 14 of a sliding wall. This means that, as long as any part of an individual sliding wall 10 and thus the edge gutter 24 - the gutter length being indeed substantially equal to the sliding wall length L2 - lies along that section of a wagon, at which this particular sliding wall has been lifted from the closed position K to the open position A, the edge gutter will be guided by the guide element 17 of this particular second profile 60b.
The edge gutter 24 includes lengthwise and substantially parallel side walls 35a and 35b, as well as an end wall 35c transverse, preferably perpendicular to the side walls and connecting the same. The side walls 35a, 35b of an edge gutter are spaced from each other by an upper distance W8 and adapted to retain at least a roughly vertical position both in said second outer position U2 and in the second inner position of the web 59b of the second profile 60b, as well as in intermediate positions between these two. The edge gutter has its first side wall 35a closer to the centre axis of a wagon than the second side wall35b, which in turn continues as the sliding wall 10 of a railway wagon, as visualized in figs. 4 and 5. Said guide element 17 includes first of all integral plastic slide blocks 18 on the opposite sides thereof, such that a cross-dimension W6 between the slide blocks, perpendicularly to a width L6 of the web 59b, exceeds substantially a thickness W7 of the second web 59b, and this cross-dimension W6 of the guide element 17 matches - is hence by a minor clearance smaller than - the upper distance W8 between the side walls. Thus, it is obvious that, in the second outer position U2, the side walls 35a, 35b of the edge gutter 24 slide along the slide blocks, which are present in the guide element at the cross-dimension W6 from each other and extending continuously in the lengthwise direction L2. The edge gutter 24 is provided with a lengthwise gap between the bottom edges of its side walls 35a, 35b, having width W9 which is less than said cross-dimension W6 of the guide elements 17, but more than the thickness W7 of the web 59b of a second profile 60b. This way, the guide elements 17 are retained in the edge gutter 24 which is not able to disengage from the second profile.
The guide element 17 has its frontal surface, which is transverse to the width L6 of the web 59b, provided in a lengthwise direction L2 with a long and continuous plastic embossment element 38. In this context, the web width L6 refers to a distance between the second pivot axis and that point which is equally far away from the contact points between the slide blocks 18 of a guide element and the embossment element 38. The webs of the second profiles have the width L6 thereof lying in the second inner position S2 either in a horizontal position or at an angular deviation ±δ therefrom and extending from its pivot axis towards the centre axis 40 of a wagon, whereby the guide elements 17, more specifically the long embossment elements 38 thereof, are forced or compressed against that side wall 35a of the edge gutter 24, which is closer to the centre axis 40 and farther from the second pivot axis, so as to establish the closed position K for a sliding wall. In this closed position, the edge gutter has its first side wall 35a pressed against a vertical brace 34 of the top beam 48. In the second outer position U2 thereof, the second profiles have the width W6 of the webs thereof lying either in a substantially vertical position or at an angular deviation ±ε therefrom and extending essentially from the second pivot axis 6 thereof upwards. Consequently, the second attachments 4 make use of the guide elements 17 and a swivel motion +χ to raise a sliding wall from the closed position to the open position A while supporting themselves against the lengthwise side walls 35a, 35b and possibly the end wall 35c of the edge gutter, and a reversed swivel motion -χ from the open position to the closed position K.
Moreover, the top expander mechanisms 9a, 9b preferably include a fixed guide 37, which is attached to the central arch 46 at the interface of two successive sliding walls 10 and which has a length L8 in the longitudinal direction L1 of a railway wagon is less than a distance L9 between covers which are in the closed position K and successive in the lengthwise direction of the wagon. The fixed guide 37 comprises two runners 52, successively arranged along the length L8 thereof and having rotation planes which are co-directional with the edge gutter 24 present in the top edge 14 of a sliding wall, in other words at least parallel, but typically converging rotation planes, and the highest point of peripheral surfaces 39 of said runners being at a vertical level which matches the line of the end wall 35c of the edge gutter of a sliding wall presently in the open position A. Furthermore, the vertical sides of said fixed guide 37 include slide blocks 41, having a distance W9 therebetween which matches - is thus by a minor clearance smaller than - the distance W8 between said two lengthwise side walls of the edge gutter. As a sliding wall 10 presently in the open position A moves on top of a sliding wall 10 presently in the closed position K, the open-position sliding wall has its top edge guided by the above-described guide element 17 of the second profile 60b, but also by the above-defined fixed guide 37. As the sliding wall 10 presently in the open position A proceeds to its extreme position approximately coincidental with the sliding wall 10 presently in the closed position K, at least one of the runners 52 of the fixed guide 37 continues to support the top edge 14 of the sliding wall from below an end wall 37a of the edge gutter 24, as shown in fig. 6. In addition to this, that side wall 35b of the edge gutter 24 of a sliding wall - as it is in coincidence with the sliding wall presently in the closed position K - which is farther from the wagon centre axis, is capable of sliding at least partially along an internal surface 23 of a vertical side 53 of said top beam 46, and possibly also along a top surface 57 the sliding wall presently underneath. Said vertical sides 53 of a top beam refer to the downward pointing edges of the top beam slopes extending from the ridge to the sides 1a, 1b. These slopes and vertical sides cover the above-described shifting means, which are associated with the top edges 14 of the sliding walls 10 and in connection with other sections of the sliding walls 10, in other words with the roof section and side walls, through the gap G2 between the vertical sides 53 and the bottom flange 54 of a top beam. The above-described shifting means for the top edges 14 of a sliding wall are considerably lighter in construction than the shifting means for the bottom edges 13, but this is acceptable, since over the top edges 14 the sliding walls are mainly subjected to lateral external forces, such as the wind or the like, while the sliding wall 10 has its weight F resting upon the mechanism of the bottom edges 13, which has a more heavy-duty and more precisely guiding structure.
It should be especially emphasized that the bottom profile 60a and the bottom profile 60b are basically of the same general type, wherein the web 59a, 59b is fitted with individual attachments 3, 4 and wherein the edge section pointing away from the pivot axis 5, 6 is designed to support and guide the matching components of the sliding wall 10, i.e. down low the runners 11 with the concave peripheral rolling surface 31 and up high the edge gutter 24 of a sliding wall, the bottom profile 60a and the top profile 60b having counter-surfaces towards the sliding wall which are convex, in other words the swivel rail 2 and the guide element 17. The bottom expander mechanisms 8a, 8b and the top expander mechanisms 9a, 9b of sliding walls are shifted between the outer positions U1, U2 and the inner positions S1, S2 thereof by using for example the areas of the swivel rails and, respectively, the guide element for a turning action.

Claims

A shift and opening mechanism for rigid sliding walls (10) in a railway freight wagon, which in a closed position (K) thereof constitute a cover enclosing the wagon space (50) and in an open position (A) offset outwards from the wagon space are slidable over closed-position sliding walls in a lengthwise direction (L1) of the wagon, said shift and opening mechanism comprising:
- bottom expander mechanisms (8a, 8B) with counterparts therefore along longitudinal sides (1a, 1b) of the wagon in the vicinity of the bottom edges of sliding walls;

- a longitudinal top beam (48) in the top portions of the wagon and provided with top expander mechanisms (9a, 9b), comprising lengthwise and rigid second profiles (60b) movable around a pivot axis (6) and their lengthwise edge, which points away from said pivot axis (6), constituting a guide element (17) which is equal in length to said profile (60b) and is in contact with an upper edge (14) of each sliding wall and able to be set in a transverse direction of the wagon in two different positions which represent the closed position (K) and the open position (A) of a sliding wall,

- wherein the top edge (14) of the sliding wall is provided with a downward open edge gutter (24), whereby this edge gutter of the sliding wall presently in the open position (A) slides while supporting itself on the guide element (17) presently in a second outer position (U2), characterized in that

- said second profiles (60b) have a length (L2) which matches the length (L2) of each sliding wall (10), and the second profiles further comprise a web (59b), extending from the guide element (17) towards its pivot axis (6) and attached to individual second attachments (4), each of said attachments being separately connected by means of its top bearing (36) to a wagon frame (49); and in that

- the guide element (17) is in the second outer position (U2) thereof located substantially above said second pivot axis (6).
A shift and opening mechanism as set forth in claim 1, characterized in that said rigid profile (60b) comprises a hollow profile and its hollow section constitutes the guide element (17); and that said second attachments (4) comprise legs protruding from each top bearing (36) and connected with the web (59b) of said profile, at its shaped attachment points.
A shift and opening mechanism as set forth in claim 1, characterized in that the edge gutter (24) is provided with two lengthwise, substantially vertical side walls (35a, 35b) spaced by an upper distance (W8) from each other; and that the guide element (17) has a cross-dimension (W6) which matches the upper distance (W8) between these side walls, whereby, in the second outer position (U2), said side walls slide against continuous plastic slide blocks (18) included in the guide element and spaced from each other by the upper distance (W6).
A shift and opening mechanism as set forth in claim 3, characterized in that said edge gutter (24) has a lengthwise gap with a width (W9), which is less than said cross-dimension (W6) of the guide element (17) and more than a web thickness (W7) of the second profile (60b).
A shift and opening mechanism as set forth in any of claims 1-4, characterized in that the guide element has its frontal surface, which is transverse to the web width (L6) of the second profile (60b), provided with a continuous plastic embossment element (38).
A shift and opening mechanism as set forth in any of claims 1-5, characterized in that the second profile (60b) has the width (L6) of its web (59b) located at:
- either substantially horizontally or at an angular deviation (±δ) therefrom in the closed position (K) of the sliding wall, and extending from its pivot axis towards a centre axis (40) of the wagon, whereby the guide elements are pressed against said farther side wall (35a) of the edge gutter; and

- either substantially vertically or at an angular deviation ε) therefrom in the open position (A) of the sliding wall, and extending upwards from its pivot axis.
A shift and opening mechanism as set forth in any of claims 1-5, characterized in that the second profiles (60b) use a swivel motion (+χ) thereof to raise a sliding wall from the closed position to the open position (A) while supporting themselves on at least the lengthwise side walls (35a, 35b) of the edge gutter, and a reversed swivel motion (-χ) from the open position to the closed position (K).
A shift and opening mechanism as set forth in claim 1, characterized in that it further comprises in the vicinity of a junction between two successive sliding walls (10) a fixed guide (37) attached to a central arch (46) and having a length (L8) which in the longitudinal direction of a railway wagon is less than a distance (L9) between the covers being in their closed position (K), and which comprises two successive runners (52) having a rotation plane parallel to the edge gutter (24) and having the vertical level for the highest point of peripheral surfaces (39) thereof correspond to the line of an end wall (35c) of the edge gutter of a sliding wall presently in its open position (A); and that the vertical sides of said fixed guide include slide blocks (41), having a distance (W9) therebetween matching a distance (W8) between said two lengthwise side walls of the edge gutter.
A shift and opening mechanism as set forth in claim 1, characterized in that the counterparts within the vicinity of the bottom edges of sliding walls comprise:
- rotating runners (11) along bottom edges (3) of the sliding walls,

- compensation rails (12) lengthwise (L1) of the wagon, each of which is rigidly attached to one sliding wall (10) in the vicinity of its bottom edge (13); and that

- said bottom expander mechanisms (8a, 8b) comprise swivel rails (2), which are movable by shifting means around a first pivot axis (5) and extend lengthwise (L1) of the wagon and which are thus positionable in a first crosswise direction (W1, H1) of the wagon in two different spots representing the closed position (K) and the open position (A) for a sliding wall, the latter position allowing the runners (11) to roll along the swivel rail (2) and the compensation rail (12).
A shift and opening mechanism as set forth in claim 9, characterized in that said bottom expander mechanism (8a, 8b) of each sliding wall (10) comprises a lengthwise and rigid first profile (60a), which has a length (L2) matching the length (L2) of the sliding wall (10), and in which
- its lengthwise edge pointing away from said pivot axis (5) constitutes a swivel rail (2), having a length equal to said profile (60a) and moving the bottom edge (13) of the sliding wall while supporting the runners (11); and in which

- its web (59a), extending from the swivel axle (2) towards its pivot axis (5), is in contact with individual first attachments (3), each of which is separately connected by means of its bottom bearing (20) with the wagon frame (49).
A shift and opening mechanism as set forth in claim 9 or 10, characterized in that said rigid profile (60a) is a hollow profile and its hollow section is between the swivel rail (2) and the first pivot axis (5); and that said first attachments (3) are legs extending from each bottom bearing (20) and connected with the web (59a) of said profile, at its shaped attachment points.
A shift and opening mechanism as set forth in claim 9 or 10, characterized in that each swivel rail (2) is located below the runners (11) of its assigned sliding wall in the closed sliding wall position (K) and the first profile (60a) performs a swivel motion (+ϕ) for raising the sliding wall from the closed position to the open position (A) through the action of runners and a reversed swivel motion (-ϕ) from the open position to the closed position; and that said swivel motion (±ϕ) proceeds through and past an upper dead centre (Y1).
A shift and opening mechanism as set forth in any of claims 9-12, characterized in that it further comprises clamping hooks (27) in the wagon frame (49) and clamping brackets (28) inside the bottom parts of the sliding wall (10) or, alternatively, clamping brackets in the wagon frame and clamping hooks inside the bottom parts of the sliding wall; that the end of said clamping hooks comprises an elbow (29) upwards which is substantially parallel to a direction (D1) of a sliding wall closing action (-ϕ) immediately before the closed position (K); and that said brackets (28) and hooks (27) are located in the wagon frame and in the sliding wall opposite to each other, the brackets and the hooks becoming engaged with each other during the sliding wall closing action (-ϕ) and releasing from each other during the sliding wall opening action (+ϕ).
A shift and opening mechanism as set forth in any of claims 9-12, characterized in that it further comprises fall blocking plates (32), which are between the runners (11), transverse to the swivel rail (2) and rigidly mounted on the sliding wall (10) and which include recesses (33) larger by a gap (G2) than the cross-section of the web (59a) presently in the first outer position (U1), said recesses extending to the alignment with the swivel rails and including a bottom enlargement (31) sufficient for the passage of the swivel rails; and that, over the section between this bottom enlargement and the outer edge of a fall blocking plate, the recess (33) has a width (D3) less than a diameter (D2) of the swivel rail.