EP3126206A2

EP3126206A2 - Multi-part railway car having variable gauge wheelsets

Info

Publication number: EP3126206A2
Application number: EP15754121.0A
Authority: EP
Inventors: Jürgen TROJAK
Original assignee: Trojak Juergen
Current assignee: Trojak Juergen
Priority date: 2014-03-31
Filing date: 2015-03-16
Publication date: 2017-02-08
Anticipated expiration: 2035-03-16
Also published as: CN106458232A; WO2015150062A2; EP3126206B1; CH709449A2; EA034314B1; CH709449B1; EA201600613A1; WO2015150062A3

Abstract

The invention relates to a railway car having bogies (4-7), each of which bogies comprises at least two axles. A plurality of car chassis (1, 2, 3), each having a loading surface and each having a coupling at the two ends of the car, are connected. According to the invention, said railway car has an at least three-part design, thus comprising at least three chassis (1, 2, 3) and loading surfaces, which are connected to each other in an hinged manner to form a continuous composition, wherein the composition is supported by one bogie (4, 7) each at the train ends and one bogie (5, 6) each at the hinged connection points between the loading surfaces. The railway car preferably can be realized with five, seven, nine, or more chassis and loading surfaces. The bogies (4-7) each have one undercarriage having a variable gauge wheelset for automatic gauge change when passing from one gauge standard to another.

Description

Multi-part railway car with lane change gear sets

This invention relates to a railway car, primarily for the transport of goods, but also conceivable as a passenger car. As a special feature, it is designed in three parts or consisting of even more car parts, so offers three or more loading areas, and he has Spurwechselradsätze, for driving on rail networks of different gauges.

The goods traffic between Asia and Europe has grown enormously in recent years. Most of the goods are transported by ship. Tonnage hardly plays a role here because the tonne-kilometer is very cheap today and is often modest in relation to the price of goods. The disadvantage of ship transport is the transport time. For example, the passage from the port of Shanghai to Rotterdam takes about 40 days. Fast transport is done by air freight. However, this is in principle much more expensive than the shipping and also much more expensive than the transport to land.

A rail transport brings many advantages over the ship or aircraft, because he is a Mittelding: much faster than by ship, but slower than by plane, the tonnage is more expensive than with the ship, but much cheaper than by air freight. With a record time of just 9 days between Brest on the Polish-Belorussian border and Erenhot on the Mongolian-Chinese border, the Swiss railway service provider Interrail AG has set groundbreaking standards for the Rail transport set on the wide gauge line between Europe and China. Overall, this route measures more than 8000 km and a record speed of 900 km per day can be achieved. The train carried 41 high-cube 40 'containers, the load of which consisted mainly of heavy steel armaments. For 2014, 45 new trains will be built for the route Chengdu (CN) - Lodz (PL). There is a clear demand for reliable transport services that are cheaper than airfreight and faster than ocean freight.

As a crucial component in the realization of sustainable Eurasian rail products, the balance of container flows is seen in both directions, because container train traffic can only be sustainable and economically effective if they ensure the concentricity of the container, so a balanced traffic in both directions , So far, traffic to the Far East has mainly been seen as returning the containers to the East. With the expansion of junctions at the Western Chinese border stations, traffic to the east could be intensified, ensuring cost-effective return and return of containers and wagons. A successful example of East-West traffic in both directions is the container train pair "Ostwind7" Westwind "between the Berlin Grossbeeren terminal and the Commonwealth of Independent States CIS.

To organize an efficient rail transport over long distances between Europe and Asia and especially in China, there are, among others, the following technical challenges:

1 . The rail network in Europe, Russia and China works with different track widths. The rails in China, Germany and Poland have a track width of 1435mm, those of Russia, Kazakhstan, Belarus and Mongolia of 1520mm.

2. So far, the freights are reloaded because of the different track widths, which must be done twice over the entire route, since the countries with greater track width between start and finish. The goods handling costs time and money and is a logistical challenge.

3. Because goods are transported through 6 countries, there are customs-related problems to be solved, with corresponding car downtimes at the borders. The future Application of a bill of lading CIM / SMGS, which will enable the rail freight transport with a freight document between Europe, Russia and Asia, the transport performance can be significantly increased.

4. As soon as a train does not leave, the transit goods must be guarded.

The transport performance of Russian Railways has been increased significantly in recent years, from 900km / day in 201 1 to 1400km / day in 2012 and expected 1500km / day in 2015. The transport time from the western border to Irkutsk was from 1 1 days to 5 days. On this route, the route branches off into the northern Chinese provinces. Train services up to 6,000 tons with a transport time of 8 days are possible on these routes. The rail capacities are available, so that you could move up to 500Ό00 additional standard containers on the Europe-China route. Such a project is contrary to the fact that the Russian Railways RZD plan a broad gauge track for another 432km, which is to extend through Slovakia to Vienna. Furthermore, 45ft swap bodies (Mega Swap Box) with inner dimensions of 3.00m height, 2.48m width and 13.65m length are currently being introduced, which are accessible from 3 sides and thus optimally loadable. These containers are stackable at a standard height of 1 .50m.

In order to improve the transport performance in every respect, that is to be able to transport more containers per time on a route, also improved rolling stock is required, which takes into account all boundary conditions. So the car material with wheelsets of 1435mm and / or lane change wheelsets according to UIC leaflet 510-4 for the change from 1435mm to 1520mm and back must be equipped. The braking devices must be equipped with control valves KE 483 and / or MHZ, which conform to the RZD standard. The couplings must be equipped with an automatic central buffer coupling (AK) according to UIC522-1, especially with the type Transpact AK 69e and / or C-AKv, for coupling with SA-3 (flap) couplings according to Russian standard, because otherwise Conventional screw couplings are from 2'500 tons train weight material fractures inevitable. The railway cars are to allow in a special embodiment, the transport of semi-trailers. It should be noted that only about 5 to 10% of these semi-trailers in Europe can be moved with cranes. Another important point is the feasible train length and the necessary rolling stock. It has long been proven that trains that are considerably longer than those previously used on the Europe-Asia route are technically feasible. In South Africa, ore lengths of up to 4km are common for ore transports, with total weights of up to 41,000 tons. Here it may be that a part of the train has already overcome a dome, and the rear half still needs to be pulled up. To do this, the drive units distributed over the entire composition must partially pull or push at the same time, while others brake. The fine control is made via a central computer, which includes all parameters such as the current location of the train on the route profile and the current driving speed. Thus, such train lengths and loads are possible. With a length of 7'353 meters drove on 21. June 2001 a freight train of BHP Billiton Iron Ore the 275km long route from the ErzMine Newman to Port Hedland in western Australia. This freight train consisted of 682 wagons and 8 locomotives. The total weight of the train was 99732 tons. Thus, he was not only the longest, but also the heaviest train that has ever traveled on a railway track, and it was thus proven what is possible on the rail.

In view of these facts and circumstances, it is the object of the present invention to provide a railroad car as rolling stock, which in particular allows to drive longer train compositions on the route Europe-Asia, to automatically perform gauge changes and per container more containers with less Take up dead weight. In a special variant, a particularly quick and safe loading of semitrailers (semitrailers of semi-trailer vehicles) with the use of a crane is to be made possible.

This object is achieved by a railway car with bogies, each with at least two axles and several car chassis, each with a cargo area and one clutch at the two ends of the car, characterized in that it is designed at least three parts, consisting of at least three chassis and loading surfaces, which are hingedly connected to a continuous composition, the composition is supported by a bogie at the train ends and a bogie at the hinged joints between the loading areas, which bogies each a chassis with Wechselspurradsatz to have automatic track change when passing from one Spormorm to another.

In the figures, these railway cars are presented for the Europe-Asia-traffic and described with reference to these drawings and their construction and function will be explained.

It shows:

Figure 1: The three-part car in a side view for the Semitrailer transport and container transport

Figure 2: The three-part carriage in a plan view;

Figure 3: An automatic coupling for the end sides of the three-piece car.

FIG. 1 shows the three-part railway carriage and its special construction. It has three loading areas 1, 2 and 3 and four bogies 4 to 7 with two axles and two wheels per axle. At the inner bogies 5 and 6 are each two loading surfaces pivotally connected to each other and non-positively connected to each other. On the first bogie 5 of the two inner bogies 5, 6, therefore, the first loading area 1 is connected in a hinged manner to the second, middle loading area 2, and the other end of the middle loading area 2 is connected to the third loading area 3 on the second inner bogie 6. These hinges allow pivoting of the connected loading surfaces 1 -3 about a vertical pivoting axis, by a horizontal angle of up to 15 degrees. At the same time horizontally extending pivot axes are realized on both sides of the vertically extending pivot axes, which allow a pivoting of the interconnected cargo areas 1 -3 to this horizontal axis, so that hills and depressions can be traveled. Thus, such a three-part car can drive around curves with a minimum radius of curvature of 150 m in a train, and drive a minimum radius of curvature of about 85 meters as a single car and drive all occurring peaks and valleys. The three-piece car offers thereby a loading capacity of three 45ft standard change containers, as on the loading area 1 on the example of such a container 8 is shown. The construction of such containers is disclosed in EP 0 829 408 A1. Afterwards these 45ft standard change containers are standardized on interior mass of 3m height, 2.48m width and 13.65m length. In addition, they are loadable from three sides and can be open at the top. These charge carriers can be stacked to a height of 1.50m. As a variant, instead of the three 45ft standard containers on each loading area 1, 2 and 3, two standard 20ft standard containers can be parked. This corresponds to an overall capacity expansion of 50% compared to the conventional two-part car, which are basically the same structure.

The bogies 4 to 7 are consistently equipped with a chassis with Wechselspurradsatz with four wheels per bogie. A few years ago it was already proven that with four freight wagons equipped with such exchange track sets, a total mileage of over 400,000 km with a total of 580 lane changes from 1435 mm to 1535 mm and vice versa was successfully completed. Such bogies with Wechselspurradsätzen are therefore proven and ready for use and known in the art and go for example from EP 0 873 930 A1 or DE 44 05 861 A1. The three-piece wagon shown here has a loading height of 1 100mm, and has a total length of 50'460mm, from buffer to buffer. The three loading areas 1, 2,3 measure 15'765mm in length.

In Figure 2, this three-part car is shown in a view from above. It can be seen the hinges 9 and 10, which form the inner connections of the three loading areas 1, 2,3. The latter are extremely strong and solid, forming practically non-detachable connections. This ensures that the tensile force of car part to car part is sufficiently large and thus the pivoting of the coupled car parts in all directions. The whole car construction is made of a high-strength, loose-flaked fine-grained structural steel, resulting in a tare of approx. 45 tons. Compared to conventionally installed steel, as used for the well-known two-piece car, a payload for each individual car part of 45 tons is achieved, and thus a total payload of 135 tons per three-piece car. It is understood that according to the basic design principle not only three-part, but also four, even five-part car can be realized. Advantageously, cars are built from an odd number of loading areas. This is related to the braking device. Normally, a control valve for a maximum of 4 sets of wheels to 2 wheels is necessary. With an odd number of loading surfaces, there are certain cost savings, because according to the number of loading areas or vehicle parts as many control valves as indicated here are required:

• for 3 car parts: 2 control valves required

• 4 vehicle parts: 3 control valves required

• 5 vehicle parts: 3 control valves required

• for 6 car parts: 4 control valves required

• 7 vehicle parts: 4 control valves required

and so on.

This three-piece car is equipped with braking devices with a control valve (e.g., with KE 483) according to UIC and RZD standard. The end couplings are C-AKv couplings (= Compact Automatic Coupling simplified), which have the Willison profile of the Russian SA3 couplings, and which can be coupled without adapter with the European screw coupling, the SA-3 and the previous UIC middle coupling , These end-side couplings therefore allow a quick coupling and uncoupling of a car and thus the rapid integration of the car in a train composition of any provenance - whether European, Russian or Chinese.

In Figure 3, such an automatic clutch for the end sides of the multi-part carriage is shown, namely such a TRANSPACT C-AKV coupling. It is installed with its pulling and pushing device 1 1 in an installation space 12 on the chassis of the car. On the side walls 13,14 of this installation space 12 pressure stops 15 and cable stops 16 are attached, between the attacks, the tension and shock device 1 1 can move back and forth. At the end-side opening of the installation space follows a support means 17. The entire coupling 18 is then articulated by means of a stabilizing joint 19 on the pulling and pushing device 1 1. The coupling elements comprise a centering horn 20, a large tooth 21 with latch 22 and a small tooth 23, and the Starrmachungstasche 27. Below these elements for automatic coupling, which works so that the latch 22 automatically exits upon application of the small tooth 23 and couples, there is still a Gemischtzugkupplung 24 for the coupling of conventional cars, which is operated with the latch actuator 28. To the clutch also includes the HL air line 25. In this coupling, the distance D is from the front edge of the buffer plate to the coupling plane 60mnn.

If by train and temperature-controlled containers to be transported, the following should be considered. At present, such containers are equipped with a heating or cooling unit to which a 800 liter diesel tank belongs. For example, if a train carries 102 such containers, then 102 x 800 liters = 81'600 liters of diesel will only be carried for cooling or heating. To drive the heating and cooling units but better electrical energy would be used, as far as the traveled route is electrified. For this purpose, the cars can be equipped from front to back with a bendable electric Zugsammeischiene for connecting the electric cooling / heating units of temperature-controlled containers for the transport of temperature-sensitive goods. The train rails of the individual carriages can then be connected to form an electrical cable which leads continuously to the locomotive in order to supply all the carriages with electrical energy from one place. The return line to this single-pole Zugsammeischiene form the tracks.

A train composition with such three- or multi-part car then has for traffic from Europe to Asia and back the following key data for their transport capacity: On the rail network of the Russian Railways RZD 28 cars with 168 pieces TEU 20ft containers with a single train or 84 pieces of 40ft containers. From Europe to the Belorussian border (Federal Republic of Germany and Poland) the tonnage is limited to 14 cars with then 84 pieces 20ft containers. At the border with Belarus two such train compositions can be coupled together, so twice 14 cars can be coupled together to a train length of 28 cars. So if you drive with two trains of 14 cars to the Belarussian border and this is then connected for the crossing of Belarus and Russia to a single train with 28 cars, then with optimal time utilization the following tonnages can be postponed or provide transport services: 3 trains per Day and direction, from Europe to China, each with 28 cars and then 168 TEU 20ft containers, gives 504 TEU 20ft containers per day, and per week 3'528 containers, and in 35 days one comes to 17'640 TEU 20ft- Container. The train duration is 8 days. In order to maintain a running train turn with 3 moves per day you need 1 '344 such three-piece cars. The transport by ship takes in comparison to the 8 days a total of about 35 days, in which case the containers still need to be transhipped and brought to the destination in the interior. In contrast, rail can in principle bring the containers closer to their destination.

Claims

claims

1 . Railway wagons with bogies each having at least two axles and a plurality of wagon chassis each having a loading area and a respective coupling at the two ends of the wagon, characterized in that it is designed in at least three parts, consisting of at least three chassis and loading areas (1, 2, 3), which are hingedly connected to a continuous composition, wherein the composition of a respective bogie (4,7) at the Zugenden and one bogie (5,6) at the hinged connection points between the loading surfaces (1 -3) is supported , Which bogies (4,5,6,7) each have a chassis with Wechselspurradsatz for automatic tracking change when driving over from one Spormorm to another.

2. railway carriage according to claim 1, characterized in that it is designed in three parts, consisting of three chassis and cargo areas (1, 2,3), which are hingedly connected to a continuous composition, the composition of a respective bogie (4,7 ) is supported at the Zugenden and a respective bogie (5,6) at the hinged connection points between the loading areas (1 -3), which bogies (4,5,6,7) per a chassis with Wechselspurradsatz for automatic track change when driving over have a track standard on another, namely from the European standard gauge (1435mm) to the Russian standard gauge (1520mm) and the Chinese standard gauge (1435mm) and vice versa, and that the end couplings (18) C-AKv couplings (= Compact automatic clutch simplified), and the brake devices are equipped with a control valve (eg KE 483) in accordance with UIC and RZD standards.

3. railway carriage according to claim 1, characterized in that it is designed in three parts and or more parts, consisting of three chassis and loading surfaces (1, 2,3), which are hingedly connected to a continuous composition, the composition of a respective bogie ( 4.7) is supported at the ends of the trains and a bogie (5,6) at the hinged connection points between the loading areas (1 -3), which bogies (4,5,6,7) per a chassis with Wechselspurradsatz for automatic lane change when driving over one Spurnorm to another, namely from the European standard gauge (1435mm) to the Russian standard gauge (1520mm) and the Chinese standard gauge (1435mm) and vice versa, and that the end couplings (18) are automatic AK69er couplings with side buffers, which couplings (18 ) and side buffers are compatible with the European, the Russian SA3 coupling as well as the Chinese coupling according to the US standard, and that the car parts (1, 2,3) for the inner connections have Russian means buffer SA3, so that train lengths of up to 1500m Length zusammenkuppelbar are.

4. Railway carriage according to claim 1, characterized in that it is designed in four parts, that is with four chassis and four loading areas (1, 2,3, ...), with five bogies (4,5,6,7,. ..) are connected to a continuous composition.

5. railway carriage according to one of claims 1, characterized in that it is designed in five parts, that is, with five chassis and loading areas (1, 2,3, ....), which with six bogies (4,5,6, 7, ...) are connected to a continuous composition.

6. Railway carriage according to one of claims 1 to 5, characterized in that the weight of the individual carriage parts (1, 2,3) is reduced by lightweight construction with high-strength fine-grained structural steel such that the payload of each car part reaches 45 tons.

7. Railway carriage according to one of the preceding claims, characterized in that the loading area (1, 2, 3) of each carriage part is designed so long that it can be loaded with a standard 45ft container or two 20ft standard containers parked one behind the other.

8. Railway carriage according to one of the preceding claims, characterized in that the loading surface (1, 2,3) at least one carriage part on its one bogie (4,5,6,7) horizontally by at least 15 ° pivotable and swung-out vertically the floor can be lowered next to the car so that it can be reversed with a trailer.

9. railway carriage according to one of the preceding claims, characterized in that it is equipped from front to rear with a bendable electric Zugsammeischiene for connecting the electric cooling / heating units of temperature-controlled containers for transporting temperature-sensitive goods.