EP2923991B1 - Train with a crane and a force transmission arm - Google Patents

Description

The invention relates to a rail vehicle train with a first rail vehicle, which has a crane structure, wherein during operation of the crane acting on the rail vehicle tilting moments from the load and / or the dead weight can arise, at least a second rail vehicle and at least one force receiving arm, in particular relates to Invention a rail vehicle train to work without relying on civil engineering structures, and / or to increase free-standing load capacity values for work outside the track axis, ie in rotated or pivoted state. The invention further relates to a rail vehicle for such a rail vehicle train.

Rail vehicles with a crane structure, such as a jib crane structure, are well known, for example. From CH 686 433 A5 , In such jib cranes, the load to be lifted is usually outside the support surface described by the Aufaufspunkte of the rail vehicle. The resulting overturning moment is compensated by an appropriate counterweight on the side away from the load, so that the overall center of gravity of load and dead weight of the crane, including the counterweight, lies within the support surface with sufficient safety (load-side stability).

Since usually the mass of the counterweight is limited due to predetermined mass restrictions (for example, by predetermined maximum axle loads), this counterweight is equipped with a correspondingly large lever arm. At the same time, the center of gravity of the crane without load must also be sufficient Safety within the support surface to ensure the inherent safety. Furthermore, the load capacity of the crane is often limited by the limitation of the axle loads, this restriction is generally in the state "with load" for the load-side bogie authoritative.

In order to achieve this stand-alone security at large counterweights and / or small support surfaces, the following solutions have been known, namely, on the one hand, the enlargement of the footprint back by support on the side of the counterweight, or on the other hand, the settling of the counterweight on the floor or on an additional car which is directly under the counterweight.

Crane works - even in a pivoted state, i. not in track direction - can only be carried out freestanding on bridges or railway embankments (engineering structures). But this also means that the support surface is formed only by the contact points of the wheels of the rail vehicle. This results in a very narrow support surface whose width corresponds to the track width of the track. A support to the rear or a discontinuation of the counterweight in the "no load" state is not possible because the soil strengths do not allow such loads. Thus, only a relatively small counterweight on the crane and / or a small lever arm of the counterweight can be realized to ensure the inherent safety of the crane. The load capacity of the crane is severely limited in this state.

Against this background, the object of the present invention is to provide a rail vehicle with a crane structure that allows working without relying on civil engineering structures and / or the freestanding load capacity values for work outside the track axis, i. in rotated or swung state, increased.

The object is achieved by a rail vehicle train of the type mentioned above in that the at least one force receiving arm is pivotable about a vertical axis and is designed for coupling the first rail vehicle with the second rail vehicle to the tilting moments during The crane operation in at least one direction at least partially intercept to maintain the stability and / or reduce the contact forces so that the allowable contact forces can be met. The force receiving arm is preferably provided on the second rail vehicle.

That in other words, that the counter-torque from the weight of the counterweight is wholly or partly replaced by a force which is applied from the net mass of the second rail vehicle, which is preferably directly behind the crane. The coupling of the first rail vehicle with the second rail vehicle via the force receiving arm, which cooperates with the first rail vehicle. Thus, for example, the counterweight can be intercepted via this force take-up arm if the crane is "without load" in order to maintain the inherent safety of the crane. By this coupling also results in a relief of the load-side axes, which is not effective in the load case "without load". The net mass of the second rail vehicle and preferably a correspondingly arranged weight on this second rail vehicle ensure its inherent stability in both load cases. This counterweight can be arranged to be displaceable and displaceable on the second rail vehicle laterally and / or in the vehicle longitudinal axis or on a rotatable part in order to be able to optimize the center of gravity position of this second rail vehicle for different boundary conditions.

The coupling of the force receiving arm with the first rail vehicle for receiving the tilting moments can be non-positively and / or positively, for example via hydraulic cylinders or corresponding pawls or claw connections. In addition, the coupling can preferably be regulated and / or unregulated.

The term "coupling" in the context of the present invention includes both a fixed coupling and a loose coupling. A loose coupling means that at least when intercepting a tilting moment a contact between the two "coupling elements" exists and the "coupling elements" otherwise also spaced (ie without contact) can lie to each other. The term "couplable" thus includes establishing a fixed coupling or a loose coupling.

One of the advantages of the present invention is that the working range of the crane on the first rail vehicle can be increased. In other words, that means that the slewing range of the crane can be increased for a given load without jeopardizing the stability.

Another advantage of the invention is the fact that the carrying capacity can be increased. Namely, the load to be carried can be distributed to at least two rail vehicles.

Another advantage of the invention is that the load in the track direction can be increased by the use of at least the second rail vehicle.

A further advantage of the invention is that the flexibility of the coupling with the first rail vehicle can be increased by the possibility of pivoting the force-absorbing arm about the vertical axis.

At this point it should also be noted that several second rail vehicles can also be used, for example, in each case a second rail vehicle in front of and behind the first rail vehicle. The connection of two or more second rail vehicles in a row would be conceivable.

In a preferred development, the first rail vehicle has at least one laterally extendable and / or fold-out support unit, wherein the at least one force absorption arm can be coupled to the support unit of the first rail vehicle.

This solution has the advantage that the force receiving arm can cooperate with a device, namely the support unit, of the first rail vehicle, which is already present in many rail vehicles with crane structure. Such laterally extendable and / or fold-out support units are normally used to support the rail vehicle outside the track area, ie outside the wheel contact areas.

In a preferred embodiment of the force receiving arm with a counterweight of the crane structure of the first rail vehicle can be coupled.

In this embodiment, the force receiving arm thus does not interact with the support unit of the first rail vehicle, but with the counterweight of the crane body.

The advantage of this solution is that larger tilting moments can be accommodated.

An increase in flexibility can be achieved in that the force receiving arm is extendable, in particular telescopically extendable.

In a preferred development, the force-absorbing arm can be coupled to an undercarriage of the first rail vehicle.

This means in other words that the interception of tilting moments is not done by supporting the counterweight or by a coupling with the support unit, but directly to the undercarriage. The coupling thus takes place within the Radaufstandsfläche.

The advantage of this solution is the low technical complexity. However, the absorbable or trappable overturning moments are less than in the coupling with the counterweight or the support unit of the first rail vehicle.

In a preferred development, the force receiving arm has a coupling element that can be brought into positive or positive connection with the support unit and / or the counterweight of the crane body in one direction or in two opposite directions.

In a preferred development, the coupling element has at least one hydraulic cylinder which couples the force receiving arm with the support unit and / or the counterweight of the crane structure of the first rail vehicle. More preferably, the hydraulic cylinder is controllable, such that the coupling takes place on pressure and / or train.

The object underlying the invention is also achieved by a rail vehicle for a rail vehicle train of the aforementioned type in that the rail vehicle has at least one force receiving arm which can be coupled to the first rail vehicle to at least partially intercept the tilting moments of the crane operation in at least one direction, to maintain the stability of the first rail vehicle.

The aforementioned various refinements and developments of the rail vehicle train can be used both alone and in any combination. Consequently, the coupling with the first rail vehicle can not only take place in one area, such as the support unit, but also in several areas.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

Fig. 1A-C

eine erste Ausführungsform eines Schienenfahrzeug-Zugs in schematischer Darstellung, als Draufsicht und Seitenansicht sowie einer Detailansicht;

Fig. 2A-C

zeigen eine weiteren Ausführungsform eines Schienenfahrzeug-Zugs in schematischer Darstellung als Draufsicht, Vorderansicht und Detailansicht; und

Fig. 3A,B

zeigen eine weitere Ausführungsform eines Schienenfahrzeug-Zugs in schematischer Darstellung als Draufsicht und Seitenansicht.

Further advantages and embodiments of the invention will become apparent from the description and the accompanying drawings. Showing:

Fig. 1A-C

a first embodiment of a rail vehicle train in a schematic representation, as a plan view and side view and a detailed view;

Fig. 2A-C

show a further embodiment of a rail vehicle train in a schematic representation as a plan view, front view and detail view; and

Fig. 3A, B

show a further embodiment of a rail vehicle train in a schematic representation as a plan view and side view.

In the Fig. 1A and B is a railroad train in a schematic representation shown as a top view and a side view and generally designated by the reference numeral 10. The schematic diagrams essentially show only those parts which are necessary to explain the invention. All other parts are not shown for clarity.

The rail vehicle train 10 comprises at least a first rail vehicle 20 and a second rail vehicle 30, which can be directly connected (coupled) via a corresponding device 12, if necessary. The two rail vehicles 20, 30 each include an undercarriage 22 and 32, to which at least two bogies or bogies 24 and 34 are mounted, each having at least one wheel axle, preferably a plurality of wheel axles.

The first rail vehicle 20 has a crane structure 40 that includes a crane arm 42, a counterweight arm 44, and a counterweight 46. Both arms 42, 44 are rotatably arranged about a vertical axis H and can also be moved in the longitudinal direction preferably telescopically. The pivoting movement of the arms 42, 44 about the vertical axis H can be done either synchronously, so that the two arms 42, 44 are always in line, or alternatively, the movement can also be performed independently. The rotational or pivotal movement of the two arms 42, 44 always takes place so that the stability of the first rail vehicle 20 is ensured. That in other words, that caused by the load at the end of the crane arm 42 and / or the counterweight at the end of the Gegenwichtsarms 44 tilting moments are compensated at least to the extent that the center of gravity of the crane with and without load is always within the circumscribed footprint and the permissible Rioting forces are not exceeded. Assistance in intercepting such overturning moments, the rail vehicle 20 is usually obtained by the fact that laterally provided on the undercarriage 22 supports are extended and brought into contact with the ground to increase the footprint of the rail vehicle.

In many cases, this increase in footprint is not possible because, for example, there is no space for support to the side of the track. This case occurs in particular in engineering structures, such as bridges. There is a lateral support next to the track usually not possible.

To ensure stability, the second rail vehicle 30 is provided in such cases. It generally serves to absorb tilting moments that occur on the first rail vehicle, in particular when picking up a load or when depositing a load. The stability of the first rail vehicle 20 can thus be maintained or ensured by the at least partial interception of tilting moments during the operation of the crane 40.

Several examples are presented below how tilting moments during operation of the crane by the second rail vehicle 30 can be at least partially intercepted. It should be noted at this point, however, that the invention is not limited to these examples. The skilled person many other ways are known to intercept tilting moments through the second rail vehicle 30.

At the in Fig. 1 In the embodiment shown, the second rail vehicle 30 has a force receiving arm 36, which is held in a construction 38. In the present example, the structure 38 is rotatably mounted about a vertical axis H. More preferably, the force receiving arm 36 can be moved in its longitudinal direction, so that the distance between the structure 38 and the end of the force receiving arm 36 is variable. A lateral movement of the force-absorbing arm 36 perpendicular to the longitudinal direction can also be provided. More preferably, the force receiving arm 36 extends through the structure 38 and has at its one end a counterweight 39. However, it is not essential to provide such a counterweight 39. Preferably, this counterweight can also be moved in the longitudinal direction in order to change the distance to the structure 38. More preferably, the counterweight 39 is pivotally supported about a vertical axis, so that then the counterweight can be moved independently of the force receiving arm. Alternatively or additionally, however, the structure 38 can also be displaceable in the longitudinal and / or transverse direction.

At the other end of the force receiving arm 36, which is opposite to the counterweight 39, a coupling element 60 is attached, which can be coupled to the counterweight 46 of the crane body 40. This coupling takes place in such a way that a tilting moment is intercepted at least in one direction. In other words, this means that the coupling element receives a force upwards and / or downwards.

In the simplest case, the coupling element 60 may be a planar element, for example a plate, which is brought into contact with the top side or the underside of the counterweight 46. Of course, it is also possible to keep the sheet-like element at a distance from the counterweight 46, so that contact only occurs when a tilting moment is intercepted. The coupling forces are transmitted in this variant as compressive forces. Alternatively or additionally, coupling elements can also be used which transmit the coupling forces as tensile forces, for example ropes, chains, pull tabs, etc.

As already mentioned, the crane structure with the crane arm 42 and the counterweight arm 44 is pivotable about the vertical axis H. In order to ensure the stability even with such a pivoting movement, the structure 38 follows with the force receiving arm 36 and the coupling element 60 of this pivoting movement, so that the coupling element 60 always remains coupled to the counterweight 46. Incidentally, the same also applies in the event that the counterweight arm 44 is extended or retracted in the longitudinal direction.

As already mentioned, the coupling element 60 can be designed differently. In addition to the described simple flat shape, the coupling element can also be configured U-shaped, so that it can accommodate the counterweight 46 between them. In Fig. 1B Such a U-shaped structure is shown schematically. The advantage of this U-shaped structure is in particular that tilting moments can be intercepted in two opposite directions.

A further embodiment of the coupling element 60 is shown schematically in FIG Fig. 1C shown. The coupling element 60 has at least one hydraulic cylinder 62 which is fastened on the one hand to the coupling element 60 and on the other hand can be brought into contact with the counterweight 46. About this hydraulic cylinder 42 can be a controllable or adjustable force on the counterweight 46 exercise. This force can be a compressive force or a tensile force. The applied force can be fixed or can also be controlled or regulated by a controller.

In addition to the previously described one hydraulic cylinder 62 which acts on one surface of the counterweight 46, a further hydraulic cylinder 62 may be provided which acts on the opposite surface of the counterweight. Also, this hydraulic cylinder 62 can exert a compressive or tensile force, which is fixed, controlled or regulated. In Fig. 1C Such an embodiment is shown with two hydraulic cylinders 62 facing each other.

In Fig. 2 a further variant of a rail vehicle train is shown and designated by the reference numeral 10. The components marked with the same reference numerals will not be discussed further below; rather, it is referred to the previous remarks.

The acceptance of tilting moments, which act on the first rail vehicle 20 during crane operation, is in turn intercepted via the force receiving arm 36, whose coupling element 60 is not coupled to the counterweight 46 of the first rail vehicle 20, but with a support device, designated by the reference numeral 28 is marked. This support device 28 is attached to the undercarriage 22 of the first rail vehicle 20, such that it can extend laterally, as shown in FIG Fig. 1B is shown. The support device may be, for example, that device which is provided in conventional rail vehicles with a crane structure for increasing the footprint.

Alternatively, it may be its own devices, which are provided alone to cooperate with the coupling element 60.

Although in Fig. 2 only one support device 28 is shown, at least one further support device may be provided on the opposite side of the first rail vehicle 20 with respect to the longitudinal axis. Further preferably, such supporting device 28 can be provided on all four corner regions of the first rail vehicle 20.

The coupling element provided at the end of the force-absorbing arm 36 interacts with the supporting device 28 in a manner similar to that with reference to FIG Fig. 1 In particular, the coupling element 60 in turn has at least one planar element, which comes into contact with the support device 28 when absorbing tilting moments. The coupling element 60 can again be U-shaped so that tilting moments in both directions, ie upwards and downwards acting tilting moments can be recorded. The coupling forces are transmitted in this variant as compressive forces. Alternatively or In addition, coupling elements can also be used which transmit the coupling forces as tensile forces, for example ropes, chains, pull tabs, etc. Fig. 2C a U-shaped coupling element 60 is shown, in this example also two hydraulic cylinders 62 are provided between coupling element 60 and support device 28.

Also in this variant, the two hydraulic cylinders 62 are designed so that they can apply pressure or tensile forces that are predetermined, controlled or regulated. In addition, it is of course also possible to provide only a hydraulic cylinder instead of the two hydraulic cylinders 62 shown.

The advantage of this in Fig. 2 shown embodiment is the fact that the force coupling between the coupling element 60 and the support device 28 is independent of the position of the counterweight 46 of the crane body 40. Thus, a control or regulating device omitted, which tracks the coupling element 60 of the movement of the counterweight 46.

It should be noted at this point that the force receiving arm in this variant can alternatively be mounted on the first rail vehicle, and corresponding support devices are then attached to the second rail vehicle.

In Fig. 3 is a further variant of a rail vehicle train shown schematically and designated by the reference numeral 10. Identical parts are again identified with the same reference numerals, so that a re-description of these parts can be dispensed with.

The difference with respect to the Fig. 2 described variant is the fact that the coupling element 60 of the force receiving arm 36 interacts directly with the undercarriage 22 of the first rail vehicle 20. In other words, that the coupling element is placed on the undercarriage 22. A solution would also be conceivable in which the coupling element 60 is positively and / or non-positively coupled to a counter element on the undercarriage 22.

In order to couple the coupling element 60 with the undercarriage 22 of the first rail vehicle, the force receiving arm 36 is held displaceably with the coupling element 60. In particular, the force receiving arm 36 is displaceable in its longitudinal direction, so that the distance between the structure 38 and the coupling element 60 is variable. In addition, it is advantageous if the coupling element 60 is displaceable in height, so that the distance between the coupling element and the undercarriage 22 of the first rail vehicle 20 is variable. Of course, the force receiving arm 36 could also be attached to the first rail vehicle and then coupled to the second rail vehicle accordingly.

The advantage of this solution is the fact that it is technically very easy to implement. However, the absorbable or trappable tilting moments are lower than in the variants described above.

As previously mentioned, the embodiments described are purely exemplary in nature and are not the only means of realizing the invention. Further solutions for absorbing tilting moments by the weight of the second rail vehicle are conceivable. In addition, the embodiments described above, of course, can also combine with each other as desired.

Overall, the second rail vehicle and the coupling with the first rail vehicle allows a crane operation, which can dispense with lateral supports on the ground to increase the footprint. The interception of tilting moments is rather about the weight of the directly coupled second rail vehicle. The solution according to the invention thus makes it possible to increase the working range of the crane and / or to increase the carrying capacity.

The advantage of this rail vehicle train is therefore that crane operation is also possible on civil engineering structures without having to greatly reduce the maximum portable load. A crane operation on engineering structures, such as bridges is thus readily possible. In addition, the rail vehicles must be with Crane structure not or only slightly modified to allow a coupling with the second rail vehicle. Consequently, the rail vehicle with crane structure can also be operated without a second rail vehicle.

In summary, the invention relates to a rail vehicle train with a first rail vehicle having a crane structure, wherein during operation of the crane acting on the rail vehicle tilting moments can arise from the load and / or the dead weight, and a second rail vehicle. The first and / or the second rail vehicle has at least one force receiving arm, which can be coupled to the first or the second rail vehicle, at least partially intercept the tilting moments during crane operation in at least one direction in order to maintain stability and / or to reduce the forces of infirmity so that the permissible uprising forces can be maintained.

Claims (13)

1. Railway vehicle train (10) with a first railway vehicle (20) which has a crane structure (40), wherein the tilting moments which act on the first railway vehicle (20) during the operation of the crane can arise from the load and/or the intrinsic weight, with at least a second railway vehicle (30) and with at least one force take-up arm (36), characterized in that the at least one force take-up arm (36) is pivotable about a vertical axis (H) of the second railway vehicle (30) and is designed to couple the first railway vehicle (20) to the second railway vehicle (30) so as to at least partially absorb the tilting moments during the crane operation in at least one direction in order to maintain the stability and/or to reduce the contact forces such that the admissible contact forces can be maintained.
2. Railway vehicle train (10) according to Claim 1, characterized in that a counterweight (39) is attached at one end of the force take-up arm (36).
3. Railway vehicle train (10) according to Claim 1 or 2, wherein the first railway vehicle (20) has at least one laterally extendable and/or fold-out supporting unit (28), characterized in that the at least one force take-up arm (36) can be coupled to the supporting unit (28) of the first railway vehicle.
4. Railway vehicle train (10) according to Claim 1 or 2, wherein the crane structure (40) has a counterweight (46), characterized in that the at least one force take-up arm (36) can be coupled to the counterweight (46) of the crane structure.
5. Railway vehicle train (10) according to one of the preceding claims, characterized in that the at least one force take-up arm (36) is displaceable in the longitudinal and/or transverse direction.
6. Railway vehicle train (10) according to one of the preceding claims, characterized in that the at least one force take-up arm (36) is extendable.
7. Railway vehicle train (10) according to one of Claims 2 to 6, characterized in that the counterweight (39) is held on the force take-up arm (36) so as to be displaceable with respect to the second rail vehicle (30) in the longitudinal direction and/or transverse direction and/or so as to be pivotable about the vertical axis (H).
8. Railway vehicle train (10) according to Claim 1, 2 or 6, characterized in that the force take-up arm (36) can be coupled to an undercarriage (22) of the first railway vehicle (20).
9. Railway vehicle train (10) according to Claim 3, characterized in that the at least one force take-up arm (36) has a coupling element (60) which can be brought into positive engagement with the supporting unit (28) in one direction or in two opposite directions.
10. Railway vehicle train (10) according to Claim 9, characterized in that the coupling element (60) has at least one hydraulic cylinder (62) which couples the force take-up arm (36) to the supporting unit (28) and/or the counterweight (46) of the crane structure (40).
11. Railway vehicle train (10) according to Claim 10, characterized in that the hydraulic cylinder (62) can be controlled in such a way that the coupling is achieved by compression and/or tension.
12. Railway vehicle train (10) according to one of the preceding claims, characterized in that the force take-up arm (36) is provided on the second railway vehicle (30).
13. Railway vehicle (30) which can be coupled to the first railway vehicle (20) of a railway vehicle train (10) according to one of Claims 1 to 12, wherein the railway vehicle (30) has at least one force take-up arm (36) so as to at least partially absorb the tilting moments during the crane operation in at least one direction in order to maintain the stability and/or to reduce the contact forces such that the admissible contact forces can be maintained, wherein the at least one force take-up arm (36) is pivotable about the vertical axis (H) of the railway vehicle (30).

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