EP1321342A1 - Railway wagon and method for transporting semi-trailers - Google Patents

Abstract

The wagon has a resting surface (1) for the trailer wheels and a support trestle (2) for the traction saddle of the trailer (3). The support trestle is designed and fitted so that the horizontal pushing and pulling forces which act during normal transporting conditions between the trailer and the wagon can be transmitted to the traction journals of the trailer.

Description

The present invention relates to a Railway freight wagons for the transport of semi-trailers as well as a method for transporting semitrailers Railway freight wagons according to the generic terms of the independent Claims.

Against the background of increasingly stricter legal requirements and the associated costs as well as in the light of the capacitive bottlenecks of the existing ones Road networks on the main traffic axes exist today in international long-distance freight transport, especially for long distances and in cross-alpine traffic, the Tendency to use semitrailers as unaccompanied cargo Transporting rail freight wagons by rail. Around It is to make this mode of transport competitive however of outstanding importance that the loading on Starting place and unloading at the destination as little time as possible takes up and in as simple and safe as possible Way to do it. It is also important that all types of semitrailers with the same type of rail freight wagon can, so the flexible provision of suitable Train compositions is logistically unproblematic.

In today's known types of rail freight wagons to transport semitrailers Semitrailer with its wheels on the designated Footprint of the rail freight wagon parked and with wheel rims, which are in front of and behind the wheels be attached to the contact patch against one Move horizontally in and against the during transport Direction of travel secured. The towing trailer of the semi-trailer is in the vertical direction on a trestle supported, which at the respective by the semitrailer length predetermined location is arranged.

While in this way a secure attachment of the semitrailer on the rail freight wagon is achieved, however, is the time required for this enormous and from today's point of view one increased use of this mode of transport is detrimental. In addition, with modern semitrailer types with extensive Substructures such as storage boxes and underride protection an arrangement of wheel racks in front of the wheels only difficult or even impossible, so that e.g. the Jumbo trailers are increasingly used today are partially excluded from this mode of transport. It should also be mentioned that the wheel mats when not in use what must be accommodated on the rail freight wagon Automated clearance complicates, and that this represent lost but functionally essential components, in the event of their loss, the rail freight wagons are not for the transport of semitrailers can be used.

The object of the present invention is therefore a rail freight wagon for the transport of semi-trailers and a method of transporting semitrailers to provide with rail freight wagons, which do not have the disadvantages of the prior art or at least partially avoid them.

This task is carried out by the rail freight wagon and by the procedure according to the independent Claims resolved.

In one aspect of the invention, the Railway freight wagons for the transport of semi-trailers a footprint, which is designed to Pick up the trailer’s wheels and a trestle, which is used to support the fifth wheel of the semitrailer provided in the vertical direction during transport is on. The trestle is like this on the rail freight wagon attached and designed so constructively, that he is able under normal operating conditions is, everyone for transportation on this rail freight wagon provided semitrailers, i.e. also the heaviest semitrailers intended for transport, without the help of wheel rims or other horizontal Fasteners horizontally in and / or against the intended direction of travel on his kingpin at the predetermined location on the rail freight wagon to keep. Under normal operating conditions, the normal driving, coupling and uncoupling and the understood normal shunting operations, including the casserole of the rail freight wagon at a speed of 7 km / h on a baffle or another railroad car.

With the railway freight wagon according to the invention loading at the starting point and unloading at the destination in a simple and safe way accomplish in a short time. Also all types of semitrailers be transported as the wheel rugs eliminated and thus the ground clearance in front of and behind the Wheels practically do not matter. By eliminating the wheel rugs remains in the case of a fixed trestle position the only adjustment variable is the saddle height of the transporting semitrailers, which by means of height adjustable Trestles or individually with adapters can be adjusted so that in addition to the clear Simplification and time saving also an automatic Loading and unloading the rail freight wagons with semi-trailers all types is possible.

In a preferred embodiment of the Railway freight wagon is the attachment of the trestle on the rest of the railway freight wagon, that the trestle changes when a certain one is exceeded permissible, from the semitrailer or from its kingpin on this tractive and / or pushing force, which are horizontal in or against the intended Direction of travel is directed horizontally in Direction of this pulling or pushing force in relation to the rail freight wagon and thus opposite the contact area can move without its vertical support function too to lose. This shift can be temporary or be permanent, so it's either just a degradation the stress on the kingpin or, in the case of a permanent postponement, additionally indicates that an abnormal or impermissible stress occurred during transport. With advantage becomes the permissible tractive and / or pushing force at their If the support frame is moved, dimensioned such that they are equal or smaller than the thrust that is the heaviest with the rail freight wagon semi-trailers to be transported generated when it is in the intended direction of travel 0.6g, preferably delayed with 0.8g. The simplicity for the sake of this force as a product of the Total weight of the semitrailer and the acceleration value can be calculated so that, for example for a semitrailer with a total weight of 38 t at one Deceleration of 0.8 g is a permissible pulling and / or pushing force of almost 300 kN. Since the kingpin of the Semitrailers such tensile and shear loads even with a corresponding number of load changes without damage must survive, this value represents a meaningful Upper limit for the permissible tensile and / or shear forces represents.

The support frame is preferably in this Embodiment of this type on the rest of the rail freight wagon attached that he is in and / or contrary to the intended Direction of travel by means of guidance, e.g. Slide rails, can be moved horizontally but is preferably interchangeable Proppants, e.g. preloaded coil springs or crash elements, under normal operating conditions is prevented from such a shift and thus under these normal operating conditions compared to the other rail freight wagons and opposite their footprint is fixed. Here are the proppants dimensioned such that when the permissible tractive and / or pushing force on the trestle temporarily or give in permanently and so one by the Guide means guided displacement of the support frame allow while limiting or reducing the occurring Tractive and / or shear forces.

The support means advantageously comprise Damping elements, preferably hydraulic dampers, such as. hydraulic telescopic shock absorbers, friction dampers, such as. Shear friction damper, due to deformation damping elements or combinations from how, e.g. Crash elements. That way released energy at least partially eat up and limit any reset reactions.

Will the cushioning elements when exercising their damping function when moving the support frame irreversibly changed, preferably plastically deformed, so the state of the same can be done after Transport can be used as a criterion for whether the Kingpin during transport unacceptable stress experienced. If so, can specifically carried out an examination or an exchange of the same become.

The use of crash elements is preferred as damping elements of the support means, since these a damping effect by both friction and Develop deformation and are therefore able to consuming a lot of energy.

The support means are advantageously made up exclusively of crash elements preferably such that seen in the direction of travel A crash element in front of and behind the trestle is arranged. This results in a special one simple and inexpensive construction.

In a further preferred embodiment the trestle of the rail freight wagon is designed in such a way that its saddle height is above the footprint for the wheels of the semitrailer to be transported is adjustable, preferably in Stages. This saddle height can advantageously at least between two of the following, in Europe typical saddle heights for semitrailers varies be: 1130mm, 980mm, 850mm. inventive Railway freight wagons of this type can also be used without additional adapter elements practically all in Europe transport known semitrailers.

In another preferred embodiment the rail freight wagon has end buffers, which are dimensioned such that the rail freight wagon when loaded with half its maximum payload at one Bake up at a speed of 7 km / h Impactor a maximum delay of less than 1g, preferably experiences less than 0.8g. This leaves there is a risk of overstraining the kingpin one transported by rail freight wagon Semitrailer during shunting or coupling and uncoupling operations significantly reduce.

In yet another preferred embodiment the rail freight wagon is a low-floor wagon with a riot height of its footprint above the top edge of the rail of less than 400 mm, preferably designed smaller than 350 mm, which means also large-volume jumbo semitrailers in compliance have the specified clearance profiles transported.

The rail freight wagon is called a pocket wagon designed, this results in particularly stable constructions, because they protrude beyond the footprint Side walls decisive for the rigidity of the freight car contribute.

It is also preferred to use the rail freight wagon as a double carriage, preferably as an articulated double carriage to design, with advantage with three Bogies is equipped. Such a construction allows the compilation of railway car compositions with large transport capacity at the same time small train length.

In a last preferred embodiment of the Railway freight wagon is designed in such a way that at least two such freight wagons form a railway wagon composition can be put together which one in the longitudinal direction with the wheels the with it semitrailers to be carried over and by the front side forms a passable area. A Such a design enables loading and unloading of the Railway freight wagons according to the invention also with non-craneable ones Semitrailers using gantry tractors.

A second aspect of the invention relates to a Process for transporting semitrailers on rail freight wagons, this one without a tractor on the Railway freight wagon is arranged. Here, the Semitrailer in horizontal transport Direction with its kingpin with the rail freight wagon connected so that during transportation between the semitrailer and the rail freight wagon occurring horizontal tensile and / or shear forces essentially over the kingpin on the Semitrailers are transmitted.

With the method according to the invention loading and unloading of all common semitrailers on rail freight wagons at particularly cost and accomplish this in a time-saving manner and also if necessary automate.

In a preferred embodiment of the The kingpin is moved to one of the rail freight wagons provided support bracket attached and this trestle is held in this way on the rail freight wagon, that together with the semitrailer Exceeding a certain one to be transported Semitrailer or its kingpin horizontally in the intended direction of travel onto the support frame exerted tractive and / or pushing force temporarily or staying in a horizontal direction opposite the rail freight wagon shifts. This can cause stress of the kingpin and reduced in certain Limits also an impermissible stress on the same be prevented. There may also be a permanent shift serve as an indicator of impermissible stress. The trestle is preferably such on the rail freight wagon held that he was at a horizontal Tractive and / or pushing force of 260 kN, preferably of 300 kN begins to shift since a larger one Number of load changes with greater than these forces could damage the kingpin.

In a further preferred embodiment The process becomes the rail freight wagon with final buffers equipped which the maximum delay that the rail freight wagon loaded with his half maximum payload and with an overrun at 7 km / h on a baffle block in the horizontal direction limit a value of 1g, preferably 0.8g. hereby can the danger of overuse of the Kingpin during maneuvering or coupling and uncoupling operations significantly reduce.

Fig. 1 eine Seitenansicht der vorderen Hälfte eines erfindungsgemässen Gelenk-Doppelwagens;

Fig. 2 eine Seitenansicht wie in Fig. 1 mit einem auf der dargestellten Wagenhälfte angeordneten Sattelanhänger;

Fig. 3 einen Vertikalschnitt in Längsrichtung durch den Stützbock der in den Figuren 1 und 2 dargestellten vorderen Wagenhälfte und durch dessen Befestigung am Wagen: und

Fig. 4 einen Längsschnitt durch eines der in Fig. 3 dargestellten Crash-Elemente.

Further preferred embodiments of the invention result from the dependent claims and from the description that follows with reference to the figures. Show:

1 shows a side view of the front half of an articulated double carriage according to the invention;

FIG. 2 shows a side view as in FIG. 1 with a semitrailer arranged on the half of the carriage shown;

3 shows a vertical section in the longitudinal direction through the support frame of the front carriage half shown in FIGS. 1 and 2 and through its attachment to the carriage: and

Fig. 4 shows a longitudinal section through one of the crash elements shown in Fig. 3.

The basic structure of an inventive Railway freight wagon for the transport of semitrailers 3 can be seen from Figures 1 and 2, which the front half of a low-floor articulated double car with a total of three biaxial bogies in the Show side view, once with (Fig. 2) and once without (Fig. 1) a semitrailer 3 as intended arranged on it.

As can be clearly seen in FIG. 2, the part of the articulated double car shown is a footprint 1 for the wheels of the semitrailer 3 and also has a stepless one Scissor mechanism height-adjustable support frame 2, which cannot be changed at a position above the front bogie is arranged and on which the towing saddle of the semitrailer 3 in the vertical direction is supported. The towing pin of the semitrailer 3 is form-fitting in the horizontal direction connected to the trestle 2 and provides the only connection in the horizontal direction between the semitrailer 3 and the articulated double carriage, so that all in horizontal direction between semitrailers 3 and Forced articulated double carriages only transmitted via the trestle 2 and the kingpin become. The wheel rugs customary in the prior art are not available. To this attachment way too allow, the support bracket 2 is structurally such designed and attached to the articulated double carriage, that he is under normal operating conditions between the semitrailer 3 and the articulated double wagon acting horizontally in and against the direction of travel F. Tractive and shear forces safely on the kingpin of the Semitrailer 3 can transmit without it becoming one Change of position of the semitrailer on the articulated double wagon comes.

As is apparent from Fig. 3, which one Vertical section in the longitudinal direction through the support frame 2 and by attaching it to the articulated double carriage, the scissor mechanism of the trestle 2 by a Base plate 7 worn, which with guide means 4, the are designed as guide rails 4, in and against the intended direction of travel F can be moved if this shifting motion wasn't through one each seen in the direction of travel F before and after the trestle 2 arranged support means 5, which consists of a individual crash element 5, would be prevented. Such crash elements are commercially available, e.g. from Schwab Verkehrstechnik AG, Schaffhausen, Switzerland. The crash elements 5 are interchangeable and installed without play in the direction of travel F, so that the Support frame 2 in the situation shown in all Fixed directions with the rest of the articulated double car connected is. The crash elements 5 are present Case dimensioned such that when horizontal tensile or shear forces on the support frame 2 from more than 260 kN each with pressure force Crash element 5 from the base plate 7 with the arranged support frame 2, which extends along the Guide rails 4 moves, is pushed together. This value of 260 kN roughly corresponds to a delay of a 38 t semi-trailer with 0.7g.

As can be seen from Fig. 4, which one a longitudinal section through one of the crash elements 5 shows, pushes the inner tube 8 of the crash element 5 an expansion sleeve 9 in the outer tube 10 of the Crash elements 5, with plastic expansion of the same. As a result, the one that occurs during the shift Energy converted into friction and deformation energy and consumed thereby, but the crash element 5 is destroyed and must be replaced.

If the whole is not pushed together constructively provided sliding path of the crash element 5 used up, it can be assumed that it not one despite the normal operating conditions Overuse of the kingpin of the transported Semitrailer 3 has come. Will the crash element 5, however, pushed together completely, so must can be assumed that the kingpin may be was damaged.

The fact that when the permissible Pulling or pushing force of at least one of the crash elements 5 is at least partially pushed together, can also control these more properly Operating conditions serve such that after Every transport is checked for one of the crash elements 5 was partially pushed together or not. In the latter case, it can be assumed that no abnormal operating conditions during the last transport with excessive stress on the kingpin of the transported semitrailer 3 have occurred.

Claims (17)

Railway freight wagon for the transport of semitrailers (3), with a footprint (1) for the wheels of the semitrailer (3) and with a support bracket (2) for supporting the towing saddle of the semitrailer (3), characterized in that the support bracket (2) is constructive is designed and fastened to the rail freight wagon so that the horizontally directed tractive and / or thrust forces acting between the semi-trailer (3) and the rail freight wagon during transport under normal operating conditions can be transferred to the kingpin of the semi-trailer (3) via the support frame (2) are. Railway freight wagon according to claim 1, characterized in that the support frame (2) is fastened to the rail freight wagon in such a way that when a certain one of the tow pin of the semitrailer to be transported (3) is exceeded, it is allowed to be exercised horizontally in or against the intended direction of travel (F) Traction and / or pushing force can temporarily or permanently shift horizontally in the direction of the pulling and / or pushing force in relation to the contact surface (1), to reduce the stress on the king pin and / or to indicate an impermissible load on the same, and in particular that it is permissible The pulling and / or pushing force is less than or equal to the pushing force that a heaviest semi-trailer (3) to be transported by rail freight wagon generates when it is decelerated in the intended direction of travel (F) by 0.6g, in particular by 0.8g. Railway freight wagon according to claim 2, characterized in that the support bracket (2) with guide means (4) is arranged horizontally in and / or against the intended direction of travel (F) on the rail freight wagon and is supported by means of support (5) against displacement along the guide means (4th ) is secured under normal operating conditions, the support means (5) being designed in such a way that they yield when the permissible tensile and / or pushing force is exceeded and thereby enable the support frame (2) to be displaced along the guide means (4). Railway freight wagon according to claim 3, characterized in that the support means (5) comprise springs, in particular pretensioned spiral springs. Railway freight wagon according to one of claims 3 to 4, characterized in that the support means (5) comprise damping elements, in particular hydraulic dampers, friction dampers, damping elements acting by deformation and / or combinations thereof. Railway freight wagon according to claim 5, characterized in that the damping elements are designed such that they are irreversibly changed, in particular plastically deformed, when their damping function is carried out. Railway freight wagon according to claim 6, characterized in that the damping elements are crash elements (5) which, when exercising their damping function, bring about damping both by friction and by plastic deformation. Railway freight wagon according to claim 7, characterized in that the support means (5) are formed exclusively by crash elements (5) and in particular that exactly one crash element (5) in front of and behind the support frame (2) when viewed in the direction of travel (F) ) is arranged. Railway freight wagon according to one of the preceding claims, characterized in that the fifth wheel height of the support frame (2) above the footprint (1) is adjustable, in particular in several stages, and in particular that the fifth wheel height is gradually increased to 1130 mm, 980 mm and / or 850 mm above the contact area (1) is adjustable. Railway freight wagon according to one of the preceding claims, characterized in that the railway freight wagon is equipped with buffers (6) which limit the maximum delay of the railway freight wagon loaded with half the maximum payload when it bumps at a speed of 7 km / h to a value of less than 1 g, limit especially less than 0.8g. Railway freight wagon according to one of the preceding claims, characterized in that the railway freight wagon is designed as a low-floor wagon in such a way that the contact height for the wheels of the semitrailer (3) over the top edge of the rail (S) is less than 400 mm, in particular less than 350 mm. Railway freight wagon according to one of the preceding claims, characterized in that the railway freight wagon is designed as a pocket wagon. Railway freight wagon according to one of the preceding claims, characterized in that the railway freight wagon is designed as a double wagon, in particular as an articulated double wagon, and in particular that it is equipped with three bogies. Railway freight wagon according to one of the preceding claims, characterized in that the railway freight wagon is designed such that a railway wagon composition formed from a plurality of such railway freight wagons has a surface which can be driven over in the longitudinal direction with the wheels of the semitrailers (3) to be transported and which can be driven on from the front. Method for transporting semitrailers (3) on rail freight wagons, the semitrailer being arranged on the rail freight wagon without a tractor, characterized in that the semitrailer (3) is used for substantially complete transmission of those acting during transport between the semitrailer (3) and the rail freight wagon horizontally directed traction and / or thrust is connected to the rail freight car via its kingpin. A method according to claim 15, characterized in that the kingpin is attached to a trestle (2) of the rail freight wagon and the trestle (2) together with the semitrailer (3) when a certain semitrailer (3) to be transported is exceeded horizontally in the intended direction of travel (F) the pulling and / or pushing force exerted on the support frame (2) is temporarily or permanently shifted in the horizontal direction with respect to the rail freight wagon in order to reduce the stress on the king pin and / or to indicate an unacceptable stress on the same, and in particular that this displacement when a horizontal pulling and / or pushing force of 260 kN, in particular 300 kN. Method according to one of claims 15 or 16, characterized in that the rail freight wagon is equipped with buffers (6) which limit the max. Limit the deceleration of the rail freight wagon loaded with half the maximum load in the event of an impact at 7 km / h to a baffle block to a value less than 1g, in particular less than 0.8g.

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