EP1562842B1

EP1562842B1 - Cointainer for bulk cargo and transport system comprising such

Info

Publication number: EP1562842B1
Application number: EP03748860A
Authority: EP
Inventors: Lennart Glaad
Original assignee: Vagverket
Current assignee: Vagverket
Priority date: 2002-10-09
Filing date: 2003-10-09
Publication date: 2006-06-28
Anticipated expiration: 2023-10-09
Also published as: ES2268401T3; SE0202973L; EP1562842A1; SE0202973D0; DE60306545D1; NO20052243D0; WO2004033348A1; PT1562842E; ATE331673T1; SE523404C2; AU2003267918A1; DE60306545T2; NO20052243L; DK1562842T3

Abstract

The present invention relates to a container for bulk cargo and a transport system for handling such a container. The container comprises two separate parts, a first part (1) comprising walls (2) and a part (3) of a bottom adjacent to at least two of the walls, and a second part (4) consisting of a central part of the bottom. An opening (5) for discharging the bulk cargo is formed by the two parts being displaced in the normal transport and handling position essentially vertically relative to each other. The bottom part (3) of the first part has at its upper surface an edge (6) towards the second part, and the second part (4) has an essentially vertical edge surface (8) which in opening and closing cooperates with the edge. A seal between the parts is established by outwardly/downwardly inclined edges of the two parts. The transport system also comprises a special fork-lift truck with at least one first arm carrying the first part of the container and at least one second arm carrying the second part of the container and being capable of being displaced essentially vertically relative to each other. The transport system may also comprise at least one wagon for transporting said container and at least one wagon for transporting the fork-lift truck.

Description

The present invention relates to a container for bulk cargo and a transport system comprising such a container. It relates specifically to a container that can be transported by rail. The invention has emerged in the work on providing a new economic transport system for road salt which comprises rail transport. However, the applicant is of the definite opinion that the invention is just as suitable for transport of other bulk cargo and also without rail transport. What may need to be adjusted are the dimensions of the container and, above all, of its opening.
One way of transporting salt by rail is to use prior-art bulk wagons. They are essentially V shaped in cross-section and provided with one or more doors at their lowest point. The doors are usually sliding doors and great accuracy is required in the closing motion, above all with small particle sizes, to achieve tightness, especially after a long period of use which tends to deform the doors. In most cases, the great accuracy also requires some kind of rubber seal or the like for acceptable sealing to be achieved. It is also in many cases difficult to close a discharge door in a controlled manner with bulk cargo still left in the wagon, which otherwise is desirable.
A further drawback of these wagons in a train is that such a train should typically be 350-400 m long to ensure economic transport, and since the wagon is emptied downwards over a special place of discharge, it is necessary to have a dead-end siding which is 700-800 m long if only one place of discharge is used. At least in Sweden, such dead-end sidings are rare. Thus, expensive rebuilding is necessary, or uneconomically short trains have to be used.
Another way of transporting salt by rail is to use containers which are upwardly open and during transport provided with a cover or the like. Subsequently these containers can be lifted off from the goods wagons by a truck with a rotator on the lifting device. The truck moves the container to the place where it is to be emptied and then rotates the container so that its cargo is poured out. A problem which is immediately realised is that it is difficult to discharge the cargo with precision. If the cargo is to be poured onto the platform of a lorry for instance, it is practically impossible not to "spill" cargo outside the platform. Another problem is that salt and many other types of bulk cargo are heavy. A 10" container with cargo weighs about 16 tonnes and normal trucks with a rotator manage 7-8 tonnes at most. Thus, either a stronger truck with rotator has to be specially developed, or a smaller container size has to be used. It is also convenient, in a solution according to the latter discussion, to bring along the truck for discharging on a wagon of its own in the train, and the prior-art trucks that could possibly be specially developed to be provided with a rotator managing to rotate 16 tonnes are too wide to be able to be transported by rail without special planning and without an exemption being granted.
A special container for transporting bulk cargo is known from DD 267 960 having a first part consisting of walls and a second part consisting of a bottom. An opening is formed for emptying the container by displacing the bottom and walls relative to each other. The same problem with sealing and possibility to close the opening while bulk cargo is remaining in the container that is discussed above regarding bulk wagons exist also for this container.
The present invention aims at solving the current problem of transporting bulk cargo by rail in a manner that ensures reliable and economic transport and also allows the containers without difficulty to be emptied partly and be closed with cargo still left. Furthermore, it is not necessary to run each wagon to a predetermined place of discharge, which means that shorter sidings for the train can be used. The train may also bring along a truck for unloading the bulk cargo, for instance, on to a lorry platform.
The invention solves the problems by its various aspects being designed in a way that will be evident from the independent claims. The remaining claims concern advantageous embodiments of the invention.
The invention will now be described in more detail with reference to the accompanying drawing, in which

Fig. 1: is a side view of a container according to the invention with the hidden internal structure indicated by dashed lines, and
Fig. 2: is a basic sketch of the closing and sealing zone between the first and second part of the container in Fig. 1.

Since the closing of a container is a source of problems in prior-art solutions, the present container is based on the fact that it comprises two parts which are fitted together without a connecting part. With the container standing on a base, the joint between the parts is sealed by the weight of the cargo and one of the container parts. When moving the container, which occurs by means of a special fork-lift truck, the parts can be additionally locked together by the truck in a preferred embodiment of the invention.
The container thus comprises two separate parts, viz. a first part which comprises walls 2 and a part 3 of the bottom adjacent to at least two of the walls, and a second part 4 consisting of a central part of the bottom. An opening 5 for discharging the bulk cargo is formed by the two parts being displaced essentially vertically relative to each other, seen in relation to a normal transport and handling position for the container. In the case shown in Fig. 1, the first part 1 is moved upwards relative to the second part 4 in emptying.
The sealing takes place by the edges between the first part 1 and the second part 4 being designed in a special way. The bottom part 3 of the first part 1 has at its upper surface an edge 6 towards the second part 4 and a first sealing surface 7 towards the same in the form of an outwardly/downwardly inclined edge which provides a partly downwardly oriented surface. With a view to cooperating therewith, the second part 4 has an essentially vertical edge surface 8 which in opening and closing cooperates with said edge 6 of the first part 1 and, below the edge surface, a second sealing surface 9 in the form of an outwardly/downwardly inclined edge which provides a partly upwardly oriented surface. In the closed position, the first and the second sealing surface abut sealingly against each other.
The problem with bulk cargo getting stuck in the container opening during closing thereof is minimised by closing being essentially achieved already by the edge 6 cooperating with the vertical edge surface 8 and giving the bulk cargo between the sealing surfaces 7 and 9 time to fall down so that safe sealing is achieved when these surfaces abut against each other. In an example with a 10" container according to the Figures, the vertical edge surface 8 is about 10 cm and the inclined sealing surfaces 7 and 9 about 18 cm. In an embodiment intended for salt, the gap between the edge 6 and the vertical edge surface 8 can be about 3 mm.
The container is handled by means of a fork-lift truck provided with at least one first arm which carries the first part of the container and at least one second arm which carries the second part of the container. The container shown in the Figures is intended to be handled by a fork-lift truck having two outer arms which carry the first part of the container and two inner arms which carry the second part of the container.
In the example, the outer arms can be operated -100 - +400 mm relative to the inner arms. In other examples involving other types of bulk cargo, it is of course possible to use a different regulating range. If, for instance, bulk cargo with a large particle size are to be handled, the opening, and thus usually the difference in height, must be greater. Salt, which in the example in this description, may be assumed to have a particle size of 0-6 mm.
The negative range -100 - 0 mm is used to ensure the locking of the sealing of the container during lifting. This takes place by the container in the example being provided with tubular means 10 - "boxes" - through which the outer arms are inserted, thereby allowing them to apply a downward force to the first part of the container during handling. It is also conceivable to use other means on the container, such as rings etc, through which the arms can be inserted, to provide the possibility of transferring a downward force.
When handling salt in the manner described, salt will normally, in emptying, fall, above all, onto the inner arms. To prevent corrosion etc, it is suitable to try to get rid of the salt. An advantageous manner is to design at least the inner, but preferably also the outer, arms with a triangular or in some other way upwardly convex cross-section, so that the salt runs off. In the cases when it is not possible to use arms with such a special cross-section, it is possible, at the cost of a certain extra weight of the container, to provide the second part 4 with angular "roofs" 11 which extend over the inner arms on both sides of the second part seen along the second arm during insertion. As a result, salt, or other bulk cargo, falling towards the arm will land on the "roof" and run off the same so that the arm will be protected.
In order to ensure that essentially all bulk cargo run out in emptying, it is convenient to design the inside of the container so that the lower part is provided with inclined surfaces which conduct the bulk cargo towards the opening. The bottom part of the first part can have inclined planes 12 towards the opening. The second container part can be provided with a prismatic or in some other way convex part 13 which also conducts the bulk cargo towards the opening.
In an obvious embodiment of the invention, the material of the container is sheet-metal, in the same way as most other containers are made of sheet-metal. However, also other materials are conceivable. Particularly if a long series of special containers is produced, as would be the case if one would change to a transport system according to the invention for all the road salt in Sweden, it may be advantageous instead to use containers of plastic or composite material. As a result, at least 500 kg per container would be saved, which among other things would significantly improve the economy of the transport system. In some applications, it may be appropriate to line the container with a thin, 1-3 mm, wearing coat of stainless steel or the like.
For protection against rain etc, a container may be coated, for instance, by an ordinary folding cover of the same type as is normally used when transporting asphalt.
For rational use of the various components included in the system, it is suitable to design the container with essentially standard dimensions for containers and with container attachments 14 in standard positions. Consequently, the goods wagons that are used can be standard wagons for containers, or alternatively, if an improved goods wagon is developed, this can sometimes be used for transporting standard containers.
In the current example involving salt cargo, it may be convenient to make the containers essentially with the same dimensions as 10" containers. A filled container then weighs about 16 tonnes of which about 13.5 tonnes is salt. Four such containers can be transported on a wagon which suitably is a bogie wagon, which results in a loaded wagon that weighs about 80 tonnes and has an axle load of about 20 tonnes. In another application, the same wagon can transport two 20" containers or one 40" container.
For safe transport, but at the same time rational loading and unloading, it is suitable to use container attachments with variable pins having automatic locks. A suitable type of automatic lock is ALS 952-40 supplied by Buffers. With such locks, the container is prevented from falling off when subjected to uneven load caused by, for instance, the draft arising when two trains meet. At the same time it is possible to lift off a container from a wagon using an entirely vertical lifting motion which overcomes a predetermined amount of spring force in each lock of about 250 kp.
It is suitable to transport one or two fork-lift trucks for loading and unloading the containers on a wagon of its/their own in the train. The wagon is advantageously a low wagon with a ramp on which the truck itself can run off.
In a preferred embodiment of the unloading procedure, the truck inserts its arms under the container in the associated "boxes" and lifts the container by means of the inner arms. Then the outer arms are lowered simultaneously as far as possible in their "boxes" so that safe locking of the container is maintained during lifting. Then the truck drives the container to a lorry where it holds the container over the platform.
Now the outer forks are slightly raised, thus allowing the salt to be discharged through the gap that arises round the second part of the container. In the example shown in the Figures and relating to a 10" container, the circumference is about 4.5 m, in which case such a small gap as 15 cm results in a discharge opening of 0.6 m² all the way round. As mentioned above, it is possible to easily close the opening during emptying with cargo still left in the container. The salt in a container, about 13.5 tonnes, is a suitable cargo for a lorry, but the lorry platform should preferably be filled in two emptyings with a minor movement of the lorry in relation to the container therebetween since the lorry platform is elongate. This can easily be done in the invention. In the current example involving a 10" container, the second part may have the approximate dimensions of 60 x 160 cm.
As first stated, the starting point of the present container as well as the transport system comprising the container, a fork-lift truck and a train is the need for good bulk transport of salt. The examples as discussed have been aimed at this need. However, everyone will understand that it will be possible to handle other bulk cargo in the same way, with a certain adaptation of dimensions etc. Such adaptation requires only normal expert knowledge, and therefore the claim is directed towards the use in general handling of bulk cargo. A given application involves different kinds of stone material and pellets, but also transport of sugar-beets and other "large" bulk articles is possible without departing from the inventive idea.

Claims

A container for bulk cargo comprising two separate parts, a first part (1) and a second part (4), said container forming an opening (5) for discharging the bulk cargo by the two parts being displaced in the normal transport and handling position essentially vertically relative to each other, characterised in
that the first part (1) includes walls (2) and a part (3) of a bottom adjacent to at least two of the walls, and the second part (4) consists of a central part of the bottom,
that the bottom part (3) of the first part has at its upper surface an edge (6) towards the second part and a first sealing surface (7) towards the same in the form of an outwardly/downwardly inclined edge which provides a partly downwardly oriented surface, and
that the second part (4) has an essentially vertical edge surface (8) which in opening and closing cooperates with said edge (6) of the first part (1) and, below the edge surface (8), a second sealing surface (9) in the form of an outwardly downwardly inclined edge which provides a partly upwardly oriented surface,
the first (7) and the second (9) sealing surface in the closed position abutting sealingly against each other.
A container as claimed in claim 1, characterised in that the first (1) and the second (4) container part are, inside the container, formed with oblique surfaces (12, 13) which conduct the bulk cargo towards the discharge opening (5).
A container as claimed in claim 1 or 2, characterised in that it has essentially standard dimensions for containers and has container attachments (14) in standard positions.
A transport system comprising a container for bulk cargo and a fork-lift truck for handling the container, said container comprising two separate parts, a first part (1) and a second part (4), and forming an opening (5) for discharging the bulk cargo by the two parts being displaced in the normal transport and handling position essentially vertically relative to each other, characterised in
that the first part (1) includes walls (2) and a part (3) of a bottom adjacent to at least two of the walls, and the second part (4) consists of a central part of the bottom,
that the bottom part (3) of the first part has at its upper surface an edge (6) towards the second part and a first sealing surface (7) towards the same in the form of an outwardly/downwardly inclined edge which provides a partly downwardly oriented surface, and
that the second part (4) has an essentially vertical edge surface (8) which in opening and closing cooperates with said edge (6) of the first part (1) and, below the edge surface (8), a second sealing surface (9) in the form of an outwardly/downwardly inclined edge which provides a partly upwardly oriented surface,
the first (7) and the second (9) sealing surface in the closed position abutting sealingly against each other, and
that the fork-lift truck has at least one first arm which carries the first part of the container, and at least one second arm which carries the second part of the container, and that said arms can be displaced in the normal transport and handling position essentially vertically relative to each other, thereby forming a discharge opening between the first and the second part of the container.
A transport system comprising a container for bulk cargo, a fork-lift truck for handling the container and a train comprising at least one wagon for transporting said container and at least one wagon for transporting the fork-lift truck, said container comprising two separate parts, a first part (1) and a second part (4), and forming an opening (5) for discharging the bulk cargo by the two parts being displaced in the normal transport and handling position essentially vertically relative to each other, characterised in
that the first part (1) includes walls (2) and a part (3) of a bottom adjacent to at least two of the walls, and the second part (4) consists of a central part of the bottom,
that the bottom part (3) of the first part has at its upper surface an edge (6) towards the second part and a first sealing surface (7) towards the same in the form of an outwardly/downwardly inclined edge which provides a partly downwardly oriented surface, and
that the second part (4) has an essentially vertical edge surface (8) which in opening and closing cooperates with said edge (6) of the first part (1) and, below the edge surface (8), a second sealing surface (9) in the form of an outwardly/downwardly inclined edge which provides a partly upwardly oriented surface,
the first (7) and the second (9) sealing surface in the closed position abutting sealingly against each other, and
that the fork-lift truck has at least one first arm which carries the first part of the container and at least one second arm which carries the second part of the container, and that said arms can be displaced in the normal transport and handling position essentially vertically relative to each other, thereby forming a discharge opening between the first and the second part of the container.
A transport system as claimed in claim 4 or 5, characterised in that the discharge opening is formed by said at least one first arm being raisable relative to said at least one second arm or by said at least one second arm being lowerable in relation to said at least one first arm.
A transport system as claimed in any one of claims 4-6, characterised in that said at least one first arm is also lowerable in relation to said at least one second arm, and that the container is designed so that said at least one first arm can apply to the first part of the container a downward force to provide safe locking of the container during lifting, for instance the container can be provided with tubular or annular means through which said at least one first arm is inserted during lifting.
A transport system as claimed in any one of claims 4-7, characterised in that said at least one first arm consists of two outer arms and said at least one second arm consists of two inner arms.
A transport system as claimed in any one of claims 4-8, characterised in that said at least one second arm is of such a cross-section that bulk cargo landing thereon essentially do not remain there, for instance it, or they, can be triangular in cross-section, the base of the triangle pointing downwards.
A transport system as claimed in any one of claims 4-9, characterised in that the second container part (4) is provided with angular "roofs" (11) which extend over said at least one second arm on both sides of the second part seen along said at least one second arm during insertion.
A transport system as claimed in any one of claims 4-10, characterised in that the first (1) and the second (4) container part are within the container provided with oblique surfaces (2, 13) which conduct the bulk cargo towards the discharge opening (5).
A transport system as claimed in any one of claims 4-11, characterised in that the container has essentially standard dimensions for containers and has container attachments (14) in standard positions.