EP3152093B1 - Véhicule ferroviaire à trémie - Google Patents

Véhicule ferroviaire à trémie Download PDF

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Publication number
EP3152093B1
EP3152093B1 EP15736866.3A EP15736866A EP3152093B1 EP 3152093 B1 EP3152093 B1 EP 3152093B1 EP 15736866 A EP15736866 A EP 15736866A EP 3152093 B1 EP3152093 B1 EP 3152093B1
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EP
European Patent Office
Prior art keywords
railway car
loading platform
articulated
backbone
crane
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.)
Active
Application number
EP15736866.3A
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German (de)
English (en)
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EP3152093A1 (fr
Inventor
Edward LISOWSKI
Magdalena KAMINSKA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kolejowe Zaklady Nawierzchniowe "biezanow"
Original Assignee
Kolejowe Zaklady Nawierzchniowe "biezanow"
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Publication of EP3152093A1 publication Critical patent/EP3152093A1/fr
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Classifications

    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/02—Transporting, laying, removing, or renewing lengths of assembled track, assembled switches, or assembled crossings

Definitions

  • the invention relates to a hopper railway car with an inclinable loading platform intended for rail transport of bulky elements of great width in the inclined mode.
  • the solution allows transporting assembled tracks spans, especially track switches, while respecting the limitations of the outline of the rolling stock gauge and mechanizing the unloading work on tracks located under the traction network using own revolving cranes.
  • the components of the rail track switch i.e. the switch, the connecting tracks and the frog, are assembled on sleepers at the manufacturing unit into functional units, in order to ensure high quality track switch geometry and reduce installation time directly on the track.
  • the objective of the present solution is to ensure the transport of large-size track switch blocks while respecting the outline of the rolling stock gauge and make the unloading work possible on trackages located under the traction network using own revolving cranes.
  • the backbone beam of the undercarriage is shaped in the middle as an I-beam rectangular box with the beam ledges situated horizontally and with two webs, while in the cross-sectional plane of the transverse beam of the loading platform, the plate of the horizontal bumper is permanently attached to the one side of the backbone beam, and a plate of slanted bumper to the other side of the backbone beam.
  • the backbone beam at its ends has in the longitudinal view a substantially triangular shape, while the lower ledge of the backbone beam forms an arched surface rising up, and on this surface a front opening symmetrically in the backbone beam axis is located, and on the two webs of the backbone beam, inside and outside, additional arched ribs are located, arranged in a T-beam setting and parallel to the arc of its bottom ledge.
  • the swingarm of the loading platform is composed of:
  • the axis of the articulated joints of the hinge plate and the drive lever are substantially aligned at a line inclined downward from the level at an angle of between 8° and 12°.
  • the blocking mechanism of the loading platform incline is formed by a lock handle, mounted through an articulated joint in the plate of the slanted bumper, and by a notch in the transverse beam of the loading platform.
  • the angle of inclination of the loading platform is in the range between 55° and 62°, and it is determined by interchangeable adjusting shims installed on the slanted bumper.
  • the vertical rotation axis of the crane is located, in the horizontal projection, with respect to the longitudinal axis of the railway car, opposite to the location of the pivoting axis of the loading platform, while in the base of the crane are located transversely arranged oval openings, for adjusting the position of the rotation axis of the crane with respect to the longitudinal axis of the railway car in the transverse plane of the railway car.
  • the solution is advantageous due to its versatile and multi-purpose design, which allows the use of standard components and facilitates the work of unloading of the rail truck switches blocks under the traction network using own cranes.
  • the cranes can be controlled remotely and synchronously, which greatly facilitates the work on a railway track.
  • a particular advantage of the structure consists in the fact that the folded crane is located in a position transverse to the longitudinal axis of the railway car, which has a significant impact on the length of the railway car for transporting track switch blocks. Adjusting the position of the crane in the transverse plane of the railway car allows adjusting the structure to the limitations of the outline of the rolling stock gauge while the railway car is in transit.
  • the applied design of the swingarm mechanism allows reducing the stroke of the platform actuator, thanks to which there is no need to use telescopic cylinders, and the work of the actuator is performed with the optimum distribution of forces during the lifting and lowering of the loading platform.
  • the structure of the backbone beam allows the use of typical trailer bogies with the central brake pull rod.
  • the hopper railway car has undercarriage 1, equipped with two inclining loading platforms 2, two standard two-axle Y25Ls1-K trailer bogies 3, two standard HDS cranes 4 on bases 5 with individual structures, two power unit cabinets 6, and two pairs of extensible support legs 7.
  • Undercarriage 1 which constitutes the supporting structure of the railway car, is composed of rolled sections, bent elements and sheet metal, welded together. Undercarriage 1 is composed of two end sills 101, two swivel beams 102, and one backbone beam 103.
  • End sills 101 are made of folded metal sheet plates with a thickness of 10 mm. End sills 101 are connected to the swivel beam 102.
  • Swivel beam 102 is designed as a welded box-type construction of metal sheets.
  • a centring ring is welded to the bottom ledge of the swivel beam, which is used for mounting the railway car rotation steering pivot bolted to the underframe of the trailer bogie 3.
  • two slippers are mounted for cooperation with resilient slippers of the trailer bogie 3.
  • Backbone beam 103 is made from welded metal sheet.
  • the axis of the backbone beam 103 is situated in the longitudinal OW axis of the railway car.
  • the backbone beam 103 In the centre of the backbone beam 103, in its cross-section, the backbone beam 103 has the shape of an I-beam rectangular box with the beam ledges arranged horizontally and with two webs.
  • the backbone beam 103 in the longitudinal view has a substantially triangular shape, while the lower ledge of the backbone beam 103 forming an arched surface rising up and a front opening 19 is made on this surface symmetrically in the OW longitudinal axis of the railway car.
  • additional arched ribs 18 are located outside and inside in a T-beam setting and parallel to the arc of the bottom ledge. This arched ribs 18 forming an additional arched T-beam of the transition zone reinforcing the weakened area of the front opening 19.
  • a side opening 20 is made in the side of the backbone beam 103, through which the brake lever 23 is inserted into its centre.
  • Brake lever 23 is connected to the brake actuator 22 mounted on the side of the backbone beam 103 on the heel side of the railway car directly behind the side opening 20.
  • the location of the front opening 19 and the side opening 20 in the backbone beam 103 allows controlling the central brake pull rod of the trailer bogie 3, which is installed inside the backbone beam 103.
  • Each loading platform 2 is a truss structure made of longitudinal and transverse beams 201, and it is mounted in a swivelling manner on the backbone beam 103 on two swingarms installed in the vertical plane of the transverse beams 201 with their common OP pivoting axis running parallel to the OW longitudinal axis of the railway car.
  • the swingarm is constituted by a rectangular articulated pivoting rotation mechanism, which is connected to platform actuator 8 for inclining the loading platform 2.
  • the swingarm of the loading platform 2 consists of the following components and elements:
  • the element L1 is larger than L3, and the element L2 is larger than L4.
  • the axes of the articulated joints of the hinge plate 11 and the drive lever 12 of the swingarm are substantially aligned on a line inclined downward at an angle "b", i.e. ranging from 8° to 12°, which enables the platform actuator 8 to work with the optimum distribution of forces during the lifting and lowering of the loading platform 2.
  • the horizontal bumper plate 14 is permanently attached to one side of the backbone beam 103, which determines the heel side of the railway car, and on the other side of the backbone beam 103, the slanted bumper plate 15 is attached, which determines the pivoting side of the railway car.
  • the inclined position of the loading platform 2 in transport mode is determined by the incline blocking mechanism.
  • the incline blocking mechanism of the loading platform 2 is formed by a lock handle 16 mounted by an articulated joint in the slanted bumper plate 15 and the notch 202 in the transverse beam 201 of the loading platform 2.
  • the incline angle "a" of the loading platform 2 is in the range between 55° and 62° and is determined by interchangeable adjusting shims installed loosely on the slanted bumper, in order to precisely adapt to the outline of the rolling stock gauge while in transit.
  • Cranes 4 are mounted separately with the use of the base 5 of the undercarriage 1 of the railway car in the transition zone between the backbone beam 103 and the swivel beam 102.
  • the vertical OZ rotation axis of the crane 4 is, in the horizontal projection, located on the heel side of the railway car i.e. with respect to the OW longitudinal axis of the railway car, opposite to the orientation of the location of the horizontal OP pivoting axis of the loading platform 2, which clearly determines the pivoting side of the railway car.
  • oval openings 17 for mounting screws 21 of the M 42 screw set are located transversely. The oval openings 17 in the base 5 enable the adjustment of the OZ rotation axis of the crane 4 in the transverse plane of the railway car.
  • Each crane 4 has its own power supply from an internal combustion engine.
  • the power unit cabinet 6 containing the engine and hydraulic equipment of the crane 4 is installed on the swivel beam 102 between the end sill 101 and the base 5 of the crane 4.
  • the railway car has support legs 7 which can be telescopically extended and turned upwards, and which in the transport mode have an additional mechanical blocking of the upright position of the reversed support legs 7.
  • ballast boxes 24 are installed between the horizontal plates of the horizontal bumpers 14 to counterbalance the transport weight of the railway car.
  • a railway track switch is divided into three functional blocks. Each block is loaded onto a separate railway car.
  • the blocks are set on loading platforms 2 in the horizontal position. After the blocks are attached to the loading platforms 2, the platforms are inclined to the transport position and locked with the lock handle 16 in the inclined position.
  • the inclination angle is determined at approximately 60°, which ensures respecting the limitations of the outline of the rolling stock gauge during the transport of blocks.
  • Each block is transported to the construction site on one railway car, and on-site, the loading platforms 2 are lowered back to the horizontal position and with the help of cranes 4, controlled remotely and synchronously, a given block of railway track switch is removed and set in the trackage.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Jib Cranes (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)

Claims (8)

  1. Un wagon-trémie avec un châssis monté de manière pivotante sur des bogies à deux essieux et avec deux plates-formes de chargement en treillis montées de manière pivotante sur un châssis dans un axe de pivotement s'étendant parallèlement à l'axe longitudinal du wagon, tandis qu'entre le châssis et les plates-formes de chargement du wagon, un mécanisme de rotation pivotant et des actionneurs pour l'inclinaison de celles-ci sont situés, caractérisé en ce qu'il contient :
    - deux paires de bras oscillants rectangulaires pour incliner chaque plate-forme de chargement (2), installés entre une poutre dorsale (103) du châssis de wagon (1) et des poutres transversales (201) de la plate-forme de chargement (2), avec un mécanisme de blocage de la position inclinée de la plate-forme (2) en mode transport,
    - deux grues rotatives (4) avec un axe de rotation vertical (OZ), montées par l'intermédiaire de bases (5) sur le châssis (1) du wagon dans une zone de transition entre la poutre dorsale (103) et une poutre pivotante (102), avec un blocage mécanique de la position transversale de la grue (4) en mode transport,
    - deux paires de pieds de support extensibles et rotatifs (7) installés sur les bases des grues, avec un blocage mécanique de la position verticale des pied de support inversés (7) en mode transport,
    - deux armoires de puissance (6), comprenant un moteur et un équipement hydraulique pour chaque grue (4), installées sur la poutre pivotante (102) entre le seuil d'extrémité (101) et la base (5) de la grue (4),
    - deux actionneurs de frein (22), montés du côté de la poutre dorsale (103) du côté incliné du wagon, avec un levier de frein (23) inséré dans le centre de la poutre dorsale (103) à travers une ouverture latérale (20),
    - deux boîtes à ballast (24) installées sous les plates-formes de chargement (2) sur le côté de la poutre dorsale (103) du côté incliné du wagon entre des plaques de pare-chocs horizontaux (14).
  2. Le wagon-trémie selon la revendication 1, caractérisé en ce que la poutre dorsale (103) du châssis (1) est formée au milieu comme une boîte rectangulaire de poutre en I avec les rebords de poutre en I situés horizontalement et avec deux âmes, tandis que dans la section transversale dans le plan de poutre transversale (201) de la plate-forme de chargement (2), la plaque du pare-chocs horizontal (14) est fixée de manière permanente à l'un des côtés de la poutre dorsale (103), et une plaque d'un pare-chocs incliné (15) est fixée de l'autre côté de la poutre dorsale (103).
  3. Le wagon-trémie selon la revendication 1, caractérisé en ce que la poutre dorsale (103) à ses extrémités est dans une vue longitudinale de forme sensiblement triangulaire, tandis que le rebord inférieur de la poutre dorsale (103) forme une surface arquée remontant, et sur cette surface une ouverture frontale (19) symétrique dans l'axe de la poutre dorsale (103) est située, et sur les deux âmes de la poutre dorsale (103), à l'intérieur et à l'extérieur, des nervures arquées supplémentaires (18) sont situées, disposées dans un réglage de poutre en T et parallèlement à l'arc de son rebord inférieur.
  4. Le wagon-trémie selon la revendication 1, caractérisé en ce que le bras oscillant de la plate-forme de chargement (2) est composé de:
    - deux pattes articulées, une de charnière (9) et une de support (10), installées de manière permanente sous la poutre transversale (201) de la plate-forme de chargement (2), asymétriquement par rapport à l'axe longitudinal de la plate-forme de chargement (2), avec une section plus longue du montage de la charnière articulée, à travers lequel l'axe de pivotement (OP) de la plate-forme de chargement (2) s'étend, dans un espacement qui forme le premier élément (L1) du mécanisme de rotation pivotant rectangulaire,
    - une plaque de charnière (11) avec deux joints articulés (de charnière et de support) qui est installée de manière permanente sur le rebord supérieur de la poutre dorsale (103) et espacée de manière asymétrique par rapport à l'axe de la poutre dorsale (103), avec une section plus courte du montage de la charnière articulée, tandis que les joints articulés de la plaque de charnière (11) forment le second élément (L2) du mécanisme de rotation pivotant rectangulaire,
    - un levier d'entraînement (12) relié en bas à un joint articulé de support de la plaque de charnière (11) et en haut à un joint articulé d'un connecteur, où lesdits joints articulés forment le troisième élément du mécanisme de rotation pivotant rectangulaire, tandis que du côté du connecteur (13), le levier d'entraînement (12) est relié par l'intermédiaire du prochain joint articulé à l'actionneur (8) de la plate-forme (2) supporté par un autre joint articulé sur le rebord inférieur de la poutre dorsale (103),
    - le connecteur (13) relié par le joint articulé d'un côté au levier d'entraînement (12) et de l'autre côté relié par l'autre joint articulé à la patte de support (10) sur la poutre transversale (201) de la plate-forme de chargement (2), où lesdits joints articulés forment le quatrième élément (L4) du mécanisme de rotation pivotant rectangulaire.
  5. Le wagon-trémie selon la revendication 4, caractérisé en ce que, quand la plate-forme de chargement (2) est abaissée jusqu'à la position horizontale, les axes des joints articulées de la plaque de charnière (11) et du levier d'entraînement (12) du bras oscillant sont sensiblement alignés sur une ligne inclinée vers le bas à partir du niveau selon un angle compris entre 8° et 12°.
  6. Le wagon-trémie selon la revendication 1, caractérisé en ce que le mécanisme de blocage de l'inclinaison de la plate-forme de chargement (2) est formé par une poignée de blocage (16), montée par un joint articulé dans la plaque du pare-chocs incliné (15), et par une encoche (202) dans la poutre transversale (201) de la plate-forme de chargement (2).
  7. Le wagon-trémie selon la revendication 1, caractérisé en ce que l'angle d'inclinaison (a) de la plate-forme de chargement (2) est dans la plage entre 55° et 62°, et est déterminé par des cales de réglage interchangeables installées sur le pare-chocs incliné (15).
  8. Le wagon-trémie selon la revendication 1, caractérisé en ce que l'axe de rotation vertical (OZ) de la grue (4) est situé, dans la projection horizontale, par rapport à l'axe longitudinal (OW) du wagon, à l'opposé de l'emplacement de l'axe de pivotement (OP) de la plate-forme de chargement (2), tandis que dans la base (5) de la grue (4) se trouvent des ouvertures ovales disposées transversalement (17), pour régler la position de l'axe de rotation (OZ) de la grue (4) par rapport à l'axe longitudinal (OW) du wagon dans le plan transversal du wagon.
EP15736866.3A 2014-06-05 2015-05-27 Véhicule ferroviaire à trémie Active EP3152093B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
PL408440A PL226142B1 (pl) 2014-06-05 2014-06-05 Wagon kolejowy samowyladowczy
PCT/PL2015/000082 WO2015187043A1 (fr) 2014-06-05 2015-05-27 Véhicule ferroviaire à trémie

Publications (2)

Publication Number Publication Date
EP3152093A1 EP3152093A1 (fr) 2017-04-12
EP3152093B1 true EP3152093B1 (fr) 2018-08-22

Family

ID=53546240

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15736866.3A Active EP3152093B1 (fr) 2014-06-05 2015-05-27 Véhicule ferroviaire à trémie

Country Status (9)

Country Link
EP (1) EP3152093B1 (fr)
ES (1) ES2697336T3 (fr)
HU (1) HUE041921T2 (fr)
PL (1) PL226142B1 (fr)
PT (1) PT3152093T (fr)
RU (1) RU2671445C2 (fr)
TR (1) TR201816327T4 (fr)
UA (1) UA120053C2 (fr)
WO (1) WO2015187043A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106049203B (zh) * 2016-06-16 2017-12-26 安徽兴宇轨道装备有限公司 一种铺设预制板式道床的运板调板车
FR3076840B1 (fr) * 2018-01-15 2020-01-03 Matisa Materiel Industriel S.A. Dispositif d'arrimage d'un appareil de voie ferree ameliore
CN110846955A (zh) * 2019-12-30 2020-02-28 河南东起机械有限公司 一种隧道铺轨机以及铺轨机用液压缸支臂

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9304617U1 (de) * 1993-03-26 1994-04-28 Plasser Bahnbaumasch Franz Weichentransportwagen
DE4402905C2 (de) * 1994-01-31 1997-02-06 Mannesmann Ag Kran, insbesondere gleisgebundener Mobilkran
EP0801022A3 (fr) * 1996-04-09 1999-02-10 Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H. Machine pour travailler aux voies ferrées avec une grue tournante
DE202004012879U1 (de) 2004-08-16 2005-12-29 Kirow Leipzig Ke Kranbau Eberswalde Ag Querverschiebeeinrichtung für Weichentransportwagen
RU80859U1 (ru) * 2008-10-13 2009-02-27 Закрытое акционерное общество "Центральное конструкторское бюро тяжелых путевых машин" Машина локальной выправки пути
AT511995B1 (de) * 2011-10-06 2013-07-15 Swietelsky Baugesellschaft M B H Eisenbahnkran

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
None *

Also Published As

Publication number Publication date
EP3152093A1 (fr) 2017-04-12
ES2697336T3 (es) 2019-01-23
UA120053C2 (uk) 2019-09-25
RU2016147577A (ru) 2018-06-05
RU2016147577A3 (fr) 2018-06-05
WO2015187043A1 (fr) 2015-12-10
HUE041921T2 (hu) 2019-06-28
TR201816327T4 (tr) 2018-11-21
RU2671445C2 (ru) 2018-10-31
PL226142B1 (pl) 2017-06-30
PT3152093T (pt) 2018-11-29
PL408440A1 (pl) 2015-12-07

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