EP2295637A2 - Dispositif destiné au transport de matériau dans la pose de voie - Google Patents

Dispositif destiné au transport de matériau dans la pose de voie Download PDF

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Publication number
EP2295637A2
EP2295637A2 EP09014977A EP09014977A EP2295637A2 EP 2295637 A2 EP2295637 A2 EP 2295637A2 EP 09014977 A EP09014977 A EP 09014977A EP 09014977 A EP09014977 A EP 09014977A EP 2295637 A2 EP2295637 A2 EP 2295637A2
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EP
European Patent Office
Prior art keywords
conveyor belt
carriage
end walls
car
discharge
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP09014977A
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German (de)
English (en)
Other versions
EP2295637A3 (fr
EP2295637B1 (fr
Inventor
Ralf Zürcher
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Individual
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Individual
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Priority to PL09014977T priority Critical patent/PL2295637T3/pl
Publication of EP2295637A2 publication Critical patent/EP2295637A2/fr
Publication of EP2295637A3 publication Critical patent/EP2295637A3/fr
Application granted granted Critical
Publication of EP2295637B1 publication Critical patent/EP2295637B1/fr
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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways

Definitions

  • the invention relates to a device for conveying material in track construction according to the preamble of claim 1.
  • MFS cars material conveyor silo cars
  • the materials are transported by conveyor belts from car to car. This is called the "bunkering" of the substances in the motorcade.
  • the cars have inside a bottom conveyor belt for transporting the materials.
  • the transfer from car to car is carried out by means of a transfer conveyor belt.
  • the transport system with the previously known car has several disadvantages.
  • a major disadvantage is that the car - due to the only one-sided transfer conveyor belt - can transport the materials only in a predetermined direction from car to car. This means that the working direction of the material flow affects the logistical setup of the car at the beginning of a construction site. When material flow changes the car must be rotated accordingly on the track in the other direction.
  • Another disadvantage is that the transfer conveyor belt is mounted as a separate component below and in front of the transport bunker unit. This takes up a lot of space and thus reduces the transport volume. In addition, it limits the loading volume in the inflow area of the transfer to the next car.
  • the invention has the object of further developing a device for feeding materials in railway construction of the aforementioned kind in such a way that the transport of the materials is improved and is particularly flexible.
  • both ends of the MFS wagon are each equipped with a conveyor belt.
  • both ends of the carriage have a conveyor belt, it is possible by this arrangement that the material direction independent, so it can be transported on both sides.
  • the Material Stammsilowagen invention can transport the material by means of the bottom conveyor belts and with the end-side conveyor belts in both directions, without having to turn the car. The transfer of materials can thus be carried out variably in both directions, without having to logistically turn the car.
  • the loading and / or unloading of the carriages can take place at each of the two ends of the wagon train.
  • the bottom straps can be configured along the carriage floor as a one-piece or multi-part bottom strap.
  • both end walls of the MFS wagon are each equipped with a conveyor belt.
  • the conveyor belts are integrated or mounted in the end walls. They thus form a fixed unit with the end walls.
  • the end walls are tiltable with their integrated or attached conveyor belts equipped. This eliminates the separate attachment of transfer conveyors. Furthermore, a lot of space is saved because the conveyor belts are integrated or mounted on or in the back of the car and in the end walls.
  • both ends of the carriage each having a conveyor belt, it is possible by this arrangement that the material direction independent, that can be transported on both sides. Technically, this is achieved by varying the inclination of the end walls, namely to perform the transfer to both the one side and to the other side.
  • the material conveying silo cars according to the invention can transport the material in both working directions by means of the floor conveyor belts and with the conveyor belts integrated or mounted in the two end walls, without the carriages to have to turn.
  • the equivalent features of the two end walls it is also possible to realize a car with both sides of the variable supply and discharge of materials. The transfer of materials can be done variably in both directions, without having to logistically turn the car.
  • these rail cars can also be used as a normal trolley with increased loading capacity.
  • the loading and / or unloading of the carriages can take place at each of the two ends of the wagon train.
  • the bottom straps can be configured along the carriage floor as a one-piece or multi-part bottom strap. As a result, this means that no separate transfer belts are required anymore.
  • the development according to claim 3 proposes a first variant in the formation of the end walls.
  • the end walls are formed in the manner of a chute.
  • the substantially plate-shaped end walls still define side walls, which move equally when Nachuntenverschwenken the end walls with forward / down and thus extend the actual side wall of the car. Also, this ensures at all times that no material can fall out of the car laterally.
  • This advantage is that the car can be filled via the lowered end wall. This means that a direct task of the cargo can be done by the corresponding reduction of the end wall. This eliminates the provision of a separate loading unit. Thus, the loading of the car can be done simultaneously from both sides. This brings decisive logistical advantages with regard to the loading situation in construction sites or at storage areas, where no direct transfer of special large machines can take place. Thus, a separate loading station can be omitted altogether by the horizontal lowering of the end wall. Rather, the assembly is done directly.
  • the car can be used here as a transfer car or as a car to be loaded. It does not matter which side of the car is used as a task page. By reversing the direction of the bands is a load realized flexibly. It also does not matter which car of a train is used for the load.
  • the development according to claim 6 proposes from the basic principle ago that the conveyor belt of the transferring car with its discharge end is above the collecting end of that conveyor belt, which receives the discharged material and further transported. This represents a total of a cascade arrangement of the two conveyor belts, so that a continuous transport is ensured.
  • the end walls of the carriage assume corresponding different angles of inclination.
  • the embodiment according to claim 8 proposes an additional conveyor belt, which is arranged at a distance above the actual conveyor belt.
  • this additional conveyor belt By means of this additional conveyor belt, the transfer point can be shifted in a technically simple manner.
  • the basic idea consists in the fact that this non-telescopic or telescopic additional conveyor belt is located on the wagon upper part, which is in the non-use position in a relatively horizontal position on this wagon upper part. In the use position, however, the additional conveyor belt is then arranged in such a way in the car that the conveyor belt of the adjacent car can give up his material on this additional conveyor belt.
  • the pour cone can be optimally adjusted. This means that the materials can be transported to the exact drop point by the additional conveyor belt.
  • the freedom to transport the materials exclusively by means of the conveyor belts from trolley to trolley remains unaffected. Because the additional conveyor belt is located at a distance above the conveyor belt, so that the gap created thereby the material transport of conveyor belt not obstructed to conveyor belt. Thus, a transport of the material from the transfer car on the receiving car is guaranteed.
  • the additional conveyor belt is pivotally mounted on the one hand on the side wall of the carriage and on the other hand with its other end on the end wall or on a side wall element of the end wall or on the conveyor belt of the end wall.
  • the arrangement of the additional conveyor belt on the end wall or on the conveyor belt of the end wall is preferably carried out via tabs or struts, so that at this end of the additional conveyor belt, the vertical distance is provided to the underlying conveyor belt.
  • This arrangement of the additional conveyor belt has the advantage that when folding down the end wall in the transfer position, the additional conveyor belt is automatically moved with the tilt adjustment of this side wall with down. This is done by an articulated mounting via pivot points at the above points. Now can easily transfer the conveyor belt of the adjacent car material to the additional conveyor belt.
  • one of the two Verschwenklagerungen formed as a slot.
  • This has the advantage that a technically simple pivoting possibility for the additional conveyor belt is realized. Because for the length compensation of the pivot points in the pivoting serve the slots.
  • the additional conveyor belt is telescopic.
  • the position of the bulk cone can be further optimized.
  • the development according to claim 12 proposes how the position positions on the one hand of the conveyor belt of the adjacent carriage and on the other hand, the position of the additional conveyor belt, on which the material is to be abandoned by the conveyor belt of the adjacent car. This represents a technically simple possibility without additional facilities.
  • the transfer conveyor belt or the chute is arranged according to the embodiment in claim 14 pivotable on the additional conveyor belt. This means that the additional conveyor belt or the chute is simply pivoted to the position of use.
  • the development according to claim 16 proposes that the bottom conveyor belt on the one hand and the two conveyor belts on the other hand are formed as a one-piece, continuous conveyor belt.
  • the bottom of the car has an openable and closable discharge opening for the material.
  • This discharge opening can be used to discharge the materials. Preferably located below the discharge opening with respect to the track direction transverse discharge belt for the discharge of the material. This is provided when the material is no longer to be used in the work area, but rather to be transported away.
  • the discharge can be used for ballast or backfilling of the track.
  • the discharge opening is fed to a multiple use.
  • For ballasting the track to backfill the track with ballast below the car below the discharge preferably so-called discharge hopper.
  • the bottom conveyor belt is divided into two parts.
  • the discharge opening for discharging the substances can be mounted symmetrically in the center of the car.
  • switching the bands towards the center can thus be made by opening a floor hatch of the discharge a discharge of the substances. This can be done with adjustability of the band in all directions.
  • the symmetry of the carriage according to the invention in the carriage means absolutely symmetrical trigger devices can be installed, which are made possible uniform feeding to the center of the car through the optional division of the bottom conveyor belt. For this purpose, only the direction of the split bands must be changed so as to realize an opposite supply of the substances towards the center.
  • the bands are adjustable overall, in particular displaceable and / or pivotable. This makes it possible to make the discharge hoppers accessible from the belts. By appropriately shifting and / or pivoting the belts, it is possible to feed them to the discharge hoppers. This supply can be done in different ways. On the one hand, a gap can be created by moving the belts in order to be able to discharge the ballast from the conveyor belt into the discharge hopper. On the other hand, a gap between the bands can be created by changing the angular position of the band or bands, which also allows a ballast discharge. Furthermore, the cross section of the discharge hopper can be variably selected.
  • the unloading funnels may additionally be equipped with adjustable opening and closing flaps so as to allow metering of the ballast into the track.
  • the operation of the opening and closing flaps can be done electrically or hydraulically.
  • the control can be done either by cable or by radio control.
  • the development according to claim 21 proposes a further possibility for unloading the material in the car (not a transfer to the next car).
  • the corresponding removal conveyor belt is integrated in the wall or placed on the car. This means that no superior separate transfer belt is required. Rather, according to the development, an optional band for discharging the material can be placed.
  • This removal conveyor belt can be attached to the respective unloading trolley.
  • the removal conveyor is moved to the car by means of a feed in front of the head of the car. Thereafter, the transfer from the conveyor belt of the end wall can be done directly on the adapted unloading. From here, the unloading takes place on the appropriate intermediate storage or other desired location, such as a railway carriage in the neighboring track.
  • the adapted unloading belt can be telescopic and / or pivotable in order to enable precise control of the unloading point.
  • the basic idea is that not only within the carriage material transport by means of conveyor belts is possible, but that an additional material transport should be made possible outside the car.
  • outside conveyor belts are arranged in the outer area of the car. It can only be a single outer conveyor belt here. But it is also conceivable that two or more outer conveyor belts are provided. The core idea of this development is therefore to equip the work car not only inside, but also outside in this combination with conveyor belts.
  • the or the outer conveyor belts are arranged below the car.
  • an outer conveyor belt pair is provided. But it is also possible to provide only a single outer conveyor belt below the car.
  • a preferred development of the principle of the outer conveyor belts proposes according to claim 24 that they each have a pivotable conveyor belt area in the region of the two ends.
  • These end-side conveyor belt areas are designed such that a transfer of the material from car to car is possible, reversible in both directions.
  • the bands are lowered or raised.
  • Depending on the angular position of the tapes then comes one band under the next band - or vice versa - in position.
  • a transfer from car to car in both directions is possible by this variable circuit.
  • the corresponding outer conveyor belt can be formed in one piece. It then has a pivotable bend in the region of the conveyor belt end.
  • a continuous conveyor belt with kinking possibilities is provided at the ends.
  • it is also possible to form the pivotable end-side conveyor belt area as a separate, pivotable conveyor belt.
  • These variable attachments allow an extension of the railcar technology in construction site operation.
  • the advantage here is the variable arrangement and easy mounting option in construction site operation.
  • tools for the railroad car can be created, which allow an extension of use and allow variable work in construction site operation with respect to direction and selection of the car.
  • the add-on units can have independent drives. But they can also be driven by the car, to which they are coupled. At the Drive over the work car, for example, this drive via a power source or via a hydraulic or pneumatic use of the railway car drive done.
  • the additional, separate working unit to a conveyor belt for discharging cargo.
  • This serves to discharge the materials at an intermediate storage facility or to another, adjacent location to the working track.
  • This conveyor belt can also be pivoted and raised or lowered.
  • a further variant of the working aggregate of the ballast discharge can be used.
  • the aggregate can be done by attaching with or without additional support. In this way, the ballast discharge can be variably made possible on each work car.
  • Another possibility of the working aggregate is provided by a loading chute. This can be formed in different ways and attached to the work car. Material can be loaded onto the work car with this loading chute. Other possibilities and applications of the working unit are conceivable and possible without further ado.
  • This is an independent invention regardless of the above training of the car. By the car is heated, this is a great advantage especially in winter months. Because in these winter months, it is often necessary to deice the ballast to discharge the frozen cargo to enable. Thus, a heating of the ballast can be done on site in the car.
  • Fig. 1 shows a movable on a track 1 wagon column of three cars 2. Each of the three cars 2 is identical.
  • Each carriage 2 has two side walls 3 and two end walls 4.
  • the bottom 5 of the carriage 2 has an openable and closable discharge opening 8.
  • the bottom conveyor belt 6 is divided into two, d. H. it is located on both sides of the discharge opening. 8
  • Fig. 1c shows a modification to the effect that depart from the discharge 8 transversely extending Entlade app.
  • Fig. 2a and 2b is indicated by the arrow, the transport direction of the material, which is to be transported by car 2 to 2 cars of the wagon convoy.
  • the adjacent to two cars 2 end walls 4 are pivoted with their conveyor belts 7 down, so that the discharge end of the conveyor belt 7 of the donating carriage 2 above the adjacent conveyor belt 7 of the next carriage 2 is located.
  • the end walls 4 in this case have sector-like side wall elements 10, which seal the side areas in continuation of the side walls 4 to the effect that no material can fall out laterally.
  • Fig. 4 shows that the conveyor belts 7 are telescopic. It is shown that different overhang lengths (levels 2 and 3) can be set.
  • Fig. 5a and 5b shows that the two end walls 4 (in the drawings, this is shown only for the one, right end wall 4) can be pivoted in a horizontal end position down.
  • This has the advantage that the carriage 2 can be filled at ground level, without the walls of the carriage 2 must be bridged.
  • the supply of the material takes place in Fig. 5a and 5b from the right.
  • the thus set carriage 2 serves as a filling device for the other cars not shown in the drawing 2 on the left.
  • Fig. 6 shows the possibility of how the discharge opening 8 can thereby be equipped with material by the belts 6, 7 are displaceable and / or pivotable.
  • the material of the discharge opening 8 can be supplied.
  • the discharge opening 8 is bridged.
  • Fig. 7 shows a similar variant as already in Fig. 6 is shown. Here, however, are still in the bottom 5 discharge hopper 11 for ballasting the track. Again, it is indicated that the belts 6, 7 can be moved and / or pivoted so that the discharge hopper 11 can be fitted with the ballast or that they are bridged.
  • Fig. 8a to 8c shows a removal conveyor 12. This is located in the upper part of the carriage 2.
  • Fig. 8a shows the rest position of this discharge conveyor belt 12 in an inwardly shifted portion of the carriage 2.
  • the removal conveyor is moved forward, as shown in Fig. 8b is shown.
  • the discharge end of the corresponding conveyor belt 7 of the end wall 4 lies above the actual removal conveyor belt 12, which protrudes transversely to the track direction.
  • Fig. 9 shows a carriage 2, which is equipped with heating elements 13.
  • These heating elements 13 may be located in the region of the side walls 3, in the region of the end walls, possibly even in the bands 6, 7. With these heating elements, it is possible to heat the material. This eliminates the need for de-icing to allow discharge of the frozen material.
  • Fig. 10a shows in conjunction with Fig. 10b a further embodiment of a carriage 2 with hinged end walls 4. Also in this embodiment, the end walls 4 conveyor belts 7, as well as the bottom 5 of the carriage 2 bottom conveyor belts. 6
  • each of the two end walls 4 is still associated with an additional conveyor belt 14.
  • This additional conveyor belt 14 is in the upper region of the carriage 2, that is arranged at a distance above the conveyor belt 7.
  • the additional conveyor belt 14 is pivotally mounted, namely at one end between the two opposite side walls 3 of the carriage 2 and at the other end between the side wall elements 10 of the hinged end wall 4.
  • the one of these two Verschwenklagerept 15 is formed as a slot.
  • Fig. 10b shows the starting position of the end walls 4 of the two cars 2.
  • the material is to be transported in the illustrated embodiment of the right car 2 on the left car 2.
  • the two end walls 4 are pivoted downwards.
  • the discharge end of the conveyor belt 7 of the right-hand carriage 2 comes to rest above the additional conveyor belt 14 of the left-hand carriage 2.
  • the corresponding additional conveyor belt 14 is equally pivoted downwards.
  • the arrows in Fig. 10c indicate the material flow.
  • the material is conveyed from the bottom conveyor belt 6 of the right-hand car 2 onto the conveyor belt 7 of the right-hand car 2.
  • the discharge of the latter conveyor belt 7 is then at the beginning of the additional conveyor belt 14 of the left car 2. From there, then the discharge of the material in the left car 2.
  • additional conveyor belts 14 are arranged at a distance above the conveyor belts 7, it is equally possible to position the end walls 4 of adjacent cars 2, as has been described in the preceding embodiments.
  • the additional conveyor belts 14 are to a certain extent tunneled below.
  • Fig. 11 A and 11 b The embodiment in Fig. 11 A and 11 b is again based on the principle that additional conveyor belts 14 are provided.
  • these additional conveyor belts 14 are articulated substantially at half the height of the side wall element 10.
  • the peculiarity of this embodiment is that between the conveyor belt 7 of the right-hand car 2 and the auxiliary conveyor belt 14 of the left-hand cart 2, a transfer conveyor belt 16 or a chute is arranged. This is arranged pivotably on the additional conveyor belt 14.
  • the transfer of the material from the conveyor belt 7 of the right-hand car 2 is not directly on the auxiliary conveyor belt 14 of the left carriage 2, but the material is first placed on the transfer conveyor belt 16 or the chute, from where it then on the additional conveyor belt 14 of the left car 2 passes.
  • FIGS. 12a and 12b shows the same basic principle as in FIG 11a and 11th b. Again, an additional conveyor belt 14 is arranged, which, however, is articulated in the upper region of the side wall elements 10. Above all, a transfer conveyor belt 16 or a chute is provided here.
  • Fig. 13a shows a further embodiment of the carriage 2.
  • the further development is that below the bottom 5 of the carriage 2, two outer conveyor belts 17 are provided. These run parallel to each other in the longitudinal direction of the carriage 2. With these two outer conveyor belts 17, it is possible to convey materials from car to car, as shown in the Fig. 14a to 14c is shown.
  • Fig. 14a shows the initial situation in which two cars 2 are coupled together.
  • Fig. 14b shows how the ends of the outer conveyor belts 17 have been pivoted down so that they overlap in a cascade.
  • Fig. 14b The material is transported from left to right.
  • Fig. 14c the reverse situation is shown, namely that the material is transported from right to left.
  • the outer conveyor belt 17 may be bent in the end region, wherein the kink defines the pivot point. But it is also conceivable that the outer conveyor belt 17 is formed in several parts, d. H. in that two connecting conveyor belts are provided which can be tilted upwards and downwards.
  • Fig. 15a shows the carriage 2 with an additional, separate and coupled to the carriage 2 working unit in the form of a conveyor belt 18.
  • This conveyor belt 18 is used the discharge of cargo at an intermediate location or to another adjacent location to track 1.
  • Fig. 16a and 16b shows that the conveyor belt 18 is pivotable both laterally and vertically.
  • Fig. 17a shows the additional, separate working unit in the form of a ballast unloading device 19. It is in Fig. 17a this gravel unloader 19 attached to the car 2 and provided with an additional support on the track 1. In Fig. 17b the ballast unloader 19 is attached exclusively to the car 2.
  • a coupled loading chute 20 can be loaded onto the carriage 2 by means of this loading chute 20.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Structure Of Belt Conveyors (AREA)
  • Intermediate Stations On Conveyors (AREA)
  • Specific Conveyance Elements (AREA)
EP09014977.4A 2009-08-14 2009-12-03 Dispositif destiné au transport de matériau sur les chantiers ferroviaires Active EP2295637B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL09014977T PL2295637T3 (pl) 2009-08-14 2009-12-03 Urządzenie do transportu materiałów przy budowie torów

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009037568A DE102009037568B3 (de) 2009-08-14 2009-08-14 Vorrichtung zur Materialförderung im Gleisbau
DE202009012927U DE202009012927U1 (de) 2009-08-14 2009-09-24 Vorrichtung zur Materialförderung im Gleisbau

Publications (3)

Publication Number Publication Date
EP2295637A2 true EP2295637A2 (fr) 2011-03-16
EP2295637A3 EP2295637A3 (fr) 2012-12-26
EP2295637B1 EP2295637B1 (fr) 2015-01-21

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Application Number Title Priority Date Filing Date
EP09014977.4A Active EP2295637B1 (fr) 2009-08-14 2009-12-03 Dispositif destiné au transport de matériau sur les chantiers ferroviaires

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EP (1) EP2295637B1 (fr)
DE (2) DE102009037568B3 (fr)
PL (1) PL2295637T3 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN118405429A (zh) * 2024-07-04 2024-07-30 江西米来竹业有限公司 一种用于竹木地板的人工辅助转运装置

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2789519B1 (fr) 2013-04-12 2016-12-28 System7-Railsupport GmbH Dispositif destiné au transport de matériaux dans la pose de voie
AT516471B1 (de) 2014-10-27 2017-02-15 Hp3 Real Gmbh Vorrichtung zur Materialförderung für den Gleisbau
AT520268B1 (de) * 2017-08-11 2020-01-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Speicherwagen für Schüttgut

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0430118A1 (fr) 1989-11-27 1991-06-05 Hermann Wiebe Grundstücks- Und Maschinenanlagen Kg Wagon de marchandises ferroviaire
EP0429714A1 (fr) 1989-12-01 1991-06-05 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Wagon de chargement pour matériaux en vrac
EP0442094A1 (fr) 1990-02-15 1991-08-21 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Wagon de manutention de matériau en vrac
US5285047A (en) 1992-08-06 1994-02-08 Petrelli Michael S Method and apparatus for preventing carry back in a rail car using an on-board heating device
WO2007034309A1 (fr) 2005-09-21 2007-03-29 Matisa Materiel Industriel S.A. Wagon de chargement de matieres en vrac
EP2014832A1 (fr) 2007-06-06 2009-01-14 Ralf Zürcher Dispositif destiné au transport de matériau dans la pose de voie

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2146590A1 (de) * 1970-09-17 1972-03-23 Rossi, Lionello, Rom Trichterwagen mit Vorrichtungen zum automatischen Beladen und Entladen
DD241050A1 (de) * 1985-09-18 1986-11-26 Bitterfeld Braunkohle Verfahren und einrichtung zur beheizung von abraumwagen

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0430118A1 (fr) 1989-11-27 1991-06-05 Hermann Wiebe Grundstücks- Und Maschinenanlagen Kg Wagon de marchandises ferroviaire
EP0429714A1 (fr) 1989-12-01 1991-06-05 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Wagon de chargement pour matériaux en vrac
EP0442094A1 (fr) 1990-02-15 1991-08-21 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Wagon de manutention de matériau en vrac
US5285047A (en) 1992-08-06 1994-02-08 Petrelli Michael S Method and apparatus for preventing carry back in a rail car using an on-board heating device
WO2007034309A1 (fr) 2005-09-21 2007-03-29 Matisa Materiel Industriel S.A. Wagon de chargement de matieres en vrac
EP2014832A1 (fr) 2007-06-06 2009-01-14 Ralf Zürcher Dispositif destiné au transport de matériau dans la pose de voie

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN118405429A (zh) * 2024-07-04 2024-07-30 江西米来竹业有限公司 一种用于竹木地板的人工辅助转运装置

Also Published As

Publication number Publication date
PL2295637T3 (pl) 2015-06-30
DE202009012927U1 (de) 2010-03-11
EP2295637A3 (fr) 2012-12-26
EP2295637B1 (fr) 2015-01-21
DE102009037568B3 (de) 2011-02-03

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