EP3496986A1 - Unité de transport appropriée pour transporter une cargaison - Google Patents

Unité de transport appropriée pour transporter une cargaison

Info

Publication number
EP3496986A1
EP3496986A1 EP17761822.0A EP17761822A EP3496986A1 EP 3496986 A1 EP3496986 A1 EP 3496986A1 EP 17761822 A EP17761822 A EP 17761822A EP 3496986 A1 EP3496986 A1 EP 3496986A1
Authority
EP
European Patent Office
Prior art keywords
channel
transportation unit
transportation
channels
rails
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.)
Withdrawn
Application number
EP17761822.0A
Other languages
German (de)
English (en)
Inventor
Heine Blach Jensen
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.)
Safe Green Logistics AS
Original Assignee
Safe Green Logistics AS
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Safe Green Logistics AS filed Critical Safe Green Logistics AS
Publication of EP3496986A1 publication Critical patent/EP3496986A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/20—Wagons or vans adapted for carrying special loads for forwarding containers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D47/00—Loading or unloading devices combined with vehicles, e.g. loading platforms, doors convertible into loading and unloading ramps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G63/00—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations
    • B65G63/02—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations with essentially horizontal transit otherwise than by bridge
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65G—TRANSPORT OR STORAGE DEVICES, e.g. CONVEYORS FOR LOADING OR TIPPING, SHOP CONVEYOR SYSTEMS OR PNEUMATIC TUBE CONVEYORS
    • B65G63/00—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations
    • B65G63/02—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations with essentially horizontal transit otherwise than by bridge
    • B65G63/022—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations with essentially horizontal transit otherwise than by bridge for articles
    • B65G63/025—Transferring or trans-shipping at storage areas, railway yards or harbours or in opening mining cuts; Marshalling yard installations with essentially horizontal transit otherwise than by bridge for articles for containers

Definitions

  • the present invention relates to a transportation unit suitable for transporting cargo.
  • the transportation unit will have a transport surface on which the cargo can be stacked.
  • the transportation unit will also comprise an enclosure surrounding the transportation surface for protecting the cargo.
  • the transportation unit may most frequently consist of a box container, for example a container similar to a standard ISO shipping container.
  • the transportation unit could also include a flatbed, a tank for liquids, a custom built container, a bulk materials container, etc.
  • the transportation unit is, for the sake of definition, enclosed within a virtual rectangular box defined by a length, a width and a height where the length is greater than the width and height and the length is greater than 2.5 m.
  • the phrase "enclosed within a virtual rectangular box" should be understood in that the periphery of the transportation unit could be encased within said rectangular box, if such a box were constructed around the transportation unit.
  • the transportation unit is furthermore arranged to make it suitable for transferring between two transportation vehicles, for example between a railcar and a truck, or between a railcar and a transfer vehicle or between a truck and a transfer vehicle or some other combination.
  • the transportation unit is according to the current invention arranged to be transferred in a horizontal direction which is perpendicular to the longitudinal axis of the transportation unit and perpendicular to the longitudinal axis of the
  • railcar is a general term referred to a carriage or wagon for carrying cargo on a rail transport system.
  • EP1732797 B1 describes a system where a truck carrying a container is placed at an angle to a railcar and a mechanism mounted on the railcar pulls the container off the truck and onto the railcar. The motion of the container is at an acute angle to the longitudinal axis of the rail car. Once the container is pulled onto the railcar, the container is pivoted so that its longitudinal axis aligns with the longitudinal axis of the railcar. This requires a very complex and expensive mechanism on the railcar. In addition, the mechanism needs to be very strong in order to transfer the container at an angle.
  • WO 201 1/064621 and WO 2014/203024 discloses transfer systems for horizontally and transversally transferring a freight container between a railcar and a vehicle, where the transfer system is placed on the vehicle and comprises at least two grabber arms, which are solely movable in a direction transversal to the longitudinal extension of the vehicle.
  • the movement of the grabber arms is
  • the transportation unit may most frequently comprise a container which is arranged to be transferred in a horizontal direction which is perpendicular to the longitudinal axis of the container and perpendicular to the longitudinal axis of a railcar or a truck. It is also the aim of the invention to provide said transverse transfer of the transportation unit between the railcar and the truck with a cycle time which does not exceed the cycle time of the prior art systems.
  • a transportation unit which can be used with a transfer vehicle similar to the one disclosed in applicants own patent applications WO 201 1/064621 and WO 2014/203024, i.e. a transfer vehicle which first allows the container to be transferred onto the transfer vehicle in a transverse direction and then transferred in a longitudinal direction along the transfer vehicle.
  • a transportation unit as mentioned in the introduction which comprises a first and a second downwardly facing open channel, each channel having a downwards facing U shaped cross section with a
  • first and second channels comprising a first downwardly extending beam arranged on one side of the channel and providing the first inwardly facing surface of the channel and a second downwardly extending beam arranged on the other side of the channel and providing the second inwardly facing surface of the channel, said first inwardly facing surface of said first channel being located along the side of the first channel closest to the second channel, the first inwardly facing surface of the second channel being located along the side of the second channel side closest to the first channel, the second inwardly facing surface of the first channel and the second inwardly facing surface of the second channel being located on the side of the first and second channel respectively which is opposite the first inwardly facing surfaces of the first and second channels, and where said
  • the transfer of the transportation unit e.g. a shipping container
  • channels and rails with sliding surfaces instead of wheels and rails, it is possible to significantly decrease the costs of the different components of the system while also providing a system which can have a higher degree of stability and a better resistance to dirt.
  • a rail can extend further outwards than a wheel can, and therefore the stability can be increased.
  • a wheel needs to be lubricated and dirt which accumulates during transport will often lead to blocking of the wheels.
  • sliding surface should be understood as a planar surface which is arranged to be slid on another element.
  • the sliding surface could be formed of multiple elements arranged beside each other so that there are gaps in the sliding surface or it could be a single long surface. While it is clear that to some extent it is possible to slide on all forms of surfaces, it should be clear to the person skilled in the art, that certain surfaces are specifically arranged as sliding surfaces and this will be clear to the person skilled in the art. In many cases, the sliding surfaces will be treated in some way to make the more suitable for sliding. For example a special coating, a special surface treatment, a set of friction reducing blocks, etc will be attached to the surface.
  • U shaped should be understood as a shape having a cross section with a bottom, and two sides.
  • the bottom is arranged as a flat surface and the two sides are arranged perpendicular to the bottom surface.
  • the bottom is flat and the two sides are tapered towards each other so that the base of the U is wider than the opening of the U. The opposite could also be true.
  • downwardly facing would refer to something which is facing down in its normal use position.
  • terms relating to direction should be interpreted broadly.
  • a surface which is facing downwards could have a normal vector which has a component facing downwards and a component facing sideways.
  • a downwards facing surface would have a larger component facing downwards than to the side.
  • a sideways facing surface would have a larger component facing sideways than downwards.
  • the term "beam” should be understood as a strength giving element which provides strength to the channel and the sliding surface.
  • the beam can be in the form of a vertically arranged flange.
  • the beam could be in the form of a box shaped structure.
  • Other more complex beams could also be provided.
  • at least the first inwardly facing surfaces of the first and second channels and/or the second inwardly facing surfaces of the first and second channels are arranged as guiding and sliding surfaces.
  • the guiding and sliding surfaces can interact with side surfaces of a rail on a transportation vehicle to control of the positioning of the first transportation unit during the transfer between the transportation vehicles, as the guiding and sliding surfaces will limit the size of an oblique angle between the sliding surfaces on the first transportation unit and the second transportation unit.
  • the sliding and guiding surfaces will cause a smoother guiding of the transportation unit during the transfer between the railroad wagon and the truck.
  • only one inwardly facing surface of each channel is arranged as a guiding and sliding surface.
  • both inwardly facing surfaces of both channels are arranged as guiding and sliding surfaces.
  • the channels can be placed directly under the corner fittings of 40', 30', 20' or 10' standard ISO shipping containers.
  • This placement has two advantages. The first is that standard shipping containers are built to support their weight at their corner fittings. By placing the channels under the corner fittings, the transportation unit can be based on a standard ISO container while minimizing any bending during transport. The second is that this placement allows one to place the rails on the transportation vehicles at the location of the existing corner pins. The corner pins can therefore be arranged inside the rails which will reduce the extra build height of the system as much as possible.
  • the inwardly facing surfaces of the first and second channels can be formed such that a cross section taken through the channels perpendicular to the longitudinal direction of the channels comprises a first portion and a second portion, the first portion being arranged above the second portion and the minimum distance between opposing inwardly facing surfaces of the channel in the first portion is greater than the minimum distance between opposing inwardly facing surfaces of the channel in the second portion.
  • this width reduction could be provided in that the inwardly facing surfaces of the channels could comprise at least one slit, slot or recess arranged for receiving a therewith cooperating protruding element of a locking mechanism on a rail of a transportation vehicle.
  • a flange, ridge or protrusion can be attached to one or both of the inwardly facing surfaces of the channels at a lower portion thereof to narrow the width of the channel.
  • the channels could be arranged such that they are wider in the centre than at the ends along their length direction. This will allow a slight misalignment of the two opposed rails on the two transportation vehicles while still allowing for a secure connection between the rails and the channel.
  • this could be provided by forming the channels with two parallel sides and mounting sliding pads at either end of the channel to narrow the channel at either end.
  • the transportation unit could comprise two bottom side edges arranged along the bottom long sides of the transportation unit and that each of said two bottom side edges comprises two straight portions which are parallel to the longitudinal axis of the transportation unit and are arranged lower than the other parts of the bottom side edges of the transportation unit, said two straight portions being located near each end of the unit nearest to the first inwardly facing surfaces of the first and second channels, each of said straight portions being at least 40 cm long.
  • the length of the straight portions should be greater than the distance between the centres of two adjacent wheels on the transfer vehicle which are supporting the edge portion of the transportation unit.
  • the two straight portions can be connected into one long straight portion.
  • more than two straight portions are arranged on each long bottom side edge.
  • the transportation unit may comprises a standard ISO shipping container and a frame element, said frame element being fastened to the bottom of the standard ISO shipping container and said frame element comprising said first and second channels.
  • the transportation unit comprises a standard 40' shipping container, a standard 30' shipping container, a standard 20' shipping container or a standard 10' shipping container.
  • the transportation unit may comprise a tank or vessel for carrying liquids and a frame element, said frame element being attached to the bottom of the tank or vessel and said frame element comprising said first and second channels.
  • the transportation unit may comprise a flatbed cargo transporting structure and a frame element said frame element being attached to the bottom of the flatbed and said frame element comprising said first and second channels.
  • the transportation unit may comprise a frame suited to be mounted to the bottom of a standard shipping container, -tank, -vessel or -flatbed, to transform said standard shipping container , -tank, -vessel or -flatbed into the transportation unit.
  • the channels and the sliding surfaces in the channels on the transportation unit are arranged to cooperate with rails and upwardly facing sliding surfaces of the rails on the transportation vehicles. It is therefore evident, that the distance between, and the location of said rails are adapted to make said cooperation possible.
  • the invention also comprises a transportation vehicle comprising an upwards facing transportation surface suitable for transporting a transportation unit.
  • the transportation vehicle is arranged such that the transportation surface comprises a first rail and a second rail, said first and second rails being arranged mutually parallel to each other and perpendicular to the longitudinal axis of the transportation vehicle and arranged near either end of the transportation surface, each rail being in the form of an upwardly extending elongated ridge comprising a top surface arranged as an upwards facing sliding surface, a first sideways facing surface and a second sideways facing surface, said rails being arranged to cooperate with the channels and the sliding surfaces of the transportation unit described above.
  • the term rail should be understood as an elongated structure on which another object is supported in a slideable manner. The term should not be limited to a specific shape or material as such.
  • the sliding surface of the rail is arranged above the other elements on the transportation surface of the transportation vehicle.
  • At least one of said sideways facing surfaces of the rails could be arranged as a guiding and sliding surface. This surface could be arranged to cooperate with one or more inwardly facing sliding and guiding surface of the channels.
  • the rails can have a width of at least 124 mm. This will allow the rails to be placed over standard corner pins.
  • the rails could be arranged such that they are thickest at the ends, and thinner at the middle along their longitudinal direction.
  • the narrower part will compensate for oblique angles between the rails of the transportation vehicles, and further, the thicker ends provides for a more accurate final location on the transportation unit, subsequent to the sideways displacement of the transportation unit, simply because the transportation unit will adjust itself as it slides onto the rails.
  • the rails can be arranged such that in a cross section taken
  • the rails may comprise at least one vertical locking mechanism beneath the sliding surfaces, the edge of which is protruding horizontally outside the vertical plane bounding the sliding surface on the mutually averted side of the rails.
  • the protruding part will form an edge which the narrower part of the channels in the first transportation unit can ' t pass, thus the locking mechanism will prevent vertical displacement of the transportation unit with respect to the transportation vehicle.
  • the protruding edges of the vertical locking mechanisms has a convex shape. This will enable a smoother cooperation between adjacent flanges on the transportation unit, when the transportation unit is pushed transversely, sliding on the sliding surfaces on the rails and in the bottom of the channels in the transportation unit.
  • the vertical locking mechanism could be spring loaded.
  • the vertical locking mechanism is designed to cooperate with slits in the inwardly facing sides of the channels, or the narrower part of the channels in the transportation unit. This will secure the first transportation unit against unauthorized release and displacement in the vertical direction relative to the second transportation unit.
  • the transportation vehicle may comprise a transverse locking mechanism to lock a transportation unit arranged in position upon the transportation vehicle.
  • the combination of the vertical locking mechanism, the transverse locking mechanism and the interaction between the sideways facing surface of the rails and channels prevents unauthorized relative displacement of any kind and in any direction between the transportation unit and the transportation vehicle.
  • the transportation unit e.g. a container is held down on the transportation vehicle and prevented from being lifted up, shifted sideways or forwards and backwards with respect to the transportation vehicle.
  • the transportation vehicle could comprises a frame fastened to a standard transportation vehicle, e.g. a railcar, a truck, a deck on a ship, a wheeled stand or platform, or a cargo platform for an airplane, said frame comprising said first and second rails and means for attachment to said standard transportation vehicle.
  • a standard transportation vehicle e.g. a railcar, a truck, a deck on a ship, a wheeled stand or platform, or a cargo platform for an airplane, said frame comprising said first and second rails and means for attachment to said standard transportation vehicle.
  • the transportation unit comprises two channels. This should be interpreted as at least two channels and a transportation unit with for example three or four channels would still be encompassed within the scope of the claims.
  • a transportation system which comprises a transportation unit as mentioned in the introduction with a downwards facing sliding surface and a transportation vehicle comprising an upwards facing sliding surface suitable for transporting a transportation unit in a direction perpendicular to the longitudinal axis of the transportation vehicle and where the upwards facing sliding surface and the downwards facing sliding surface are arranged to be in contact with each other when the transportation unit is being transported and where the upwards facing transportation surface or the downwards facing transportation is formed of a plastic material and where the downwards facing sliding surface or the upwards facing sliding surface respectively is formed of a metal material.
  • the combination of a plastic material and a metal material provides for a low coefficient of friction between the two surfaces with a low cost.
  • the plastic material can be provided as plastic blocks which can be exchanged over time as they get worn. Prior art systems usually use wheels on rails or use metal against metal sliding surfaces.
  • the plastic material could be PEHD.
  • the plastic material could be PEHD 1000 or 500.
  • the metal material could be manganese steel.
  • Fig. 1 is a rear top perspective view of a first embodiment of a transportation unit arranged on a railcar, and a truck arranged beside the railcar
  • fig. 2 is a rear top perspective exploded view of figure 1 showing that the transportation unit comprises a standard ISO shipping container secured to a frame and that the railcar has a frame mounted on its transportation surface with rails for cooperating with the frame of the transportation unit
  • fig. 3 is a top view of fig. 1 and 2, where an alignment device on the truck is attached to the railcar nearest to the front end of the railcar
  • fig. 4 is a further exploded rear top perspective view of the embodiment shown in fig.
  • fig. 5 is a perspective view obliquely from above, of the frame of the transportation unit shown in fig. 2, according to the invention suited to be attached to the bottom of a standard shipping container, fig. 6 shows the same as fig. 5, but seen obliquely from below, fig. 7 shows a top view of the embodiment shown in fig. 5, fig. 8 is a side view of the embodiment shown in fig. 5, fig. 9 is an end view of the embodiment shown in fig.
  • fig. 10 is a perspective detail view of a corner of the first embodiment of the frame shown in fig. 5, showing the corner pins used to lock a standard shipping container to the frame
  • fig. 1 1 is an oblique perspective top view of a standard 40' ISO shipping container attached to the frame shown in fig. 5
  • fig. 12 is an oblique perspective bottom view of fig. 1 1
  • fig. 13 is a perspective detail bottom view of a corner of the frame shown in fig. 5, showing the channel with a downwardly facing sliding surface, and a lower portion of the channel having a reduced width compared to the rest of the channel
  • fig 14 is a perspective detail top-view of a corner of the frame shown in fig.
  • fig. 15 is a perspective top view of a first embodiment of a frame suited for attachment to a standard transportation vehicle, vessel, deck etc
  • fig. 16 is a partial perspective top view of one end of the frame shown in fig. 15, showing a rail with an upwardly facing sliding surface, vertical locking unit to prevent vertical displacement of a transportation unit placed on the frame, and releasable transverse locking means to avoid unauthorized relative sideways displacements of a transportation unit placed on the frame
  • fig. 17 is a perspective detail top view of the first, spring loaded vertical locking unit, where a top portion of the rail and the sliding surface are hidden, fig.
  • fig. 18 is a perspective detail top view of the first, spring loaded vertical locking unit shown in fig. 17 with an extra plate removed to show the internal details of the mechanism
  • fig. 19 is a perspective view of the frame of the transportation unit, the frame of the railcar and the two truck adapter units attached to a truck, said units showing an alignment device for alignment of the rails of the frame on the railcar and the rails on the truck, and with a pull/push unit to pull/push the transportation unit
  • fig. 20 is a detail perspective view of the detail XX defined in fig. 19, showing the function of the alignment device
  • fig. 21 is a detail perspective view of the detail XXI defined in fig.
  • fig. 22 is a detail perspective view of the vertical locking mechanism and the transverse locking mechanism of the frame mounted on the railcar
  • fig. 23 is a detailed perspective view of figure 22 where a portion of the frame has been removed to show the transverse locking mechanism in more detail
  • fig. 24 is a perspective detail view of detail XXIV defined in fig. 19, showing a detail of a truck adapter unit comprising a rail comprising a sliding surface, also showing a support leg, an alignment device comprising a displaceable pin, a displaceable locking pin, for engagement into the transverse locking mechanism shown in fig. 22, and a pull/push mechanism, fig.
  • 25 a-c schematically show the unique form of the rails/channels which prevent jamming when the rails/channels are misaligned
  • fig. 26 a-b schematically shows how the alignment device is formed to allow pivoting motion between two sets of rails.
  • Fig. 1 is a rear top perspective view of a first embodiment of a transportation unit 2 comprising a standard freight container 8 attached to a frame 24. Said transportation unit is arranged on a first transportation vehicle 4, in this embodiment a railcar 4. A second transportation vehicle 6, in this embodiment
  • embodiment is a truck 6, is arranged beside the railcar such that the transportation unit can be transferred to the truck and then further
  • the freight container 8 is in this embodiment a standard ISO 40' shipping container 8, defined by a length, a width and a height where the length is greater than the width and height.
  • the corners of the freight container 8 comprise facilities 10 for receiving locking pins 12 (c.f. also fig. 2, fig. 3 and fig. 14) to secure the freight container 8 to the frame 2.
  • the facilities for receiving locking pins are standard corner fittings as defined by ISO Standard 1 161 .
  • the truck 6, comprises a load surface 14 with two parallel and spaced apart rails 16 arranged perpendicular to the longitudinal axis 18 (c.f. fig. 3) of the truck 6, said rails 16 comprising upwardly facing sliding surfaces 20.
  • the longitudinal axis 18 of the truck 6 is parallel with the longitudinal axis 22 of the railcar 4 (c.f. fig. 3).
  • the longitudinal axes of the truck and the railcar are aligned with the driving direction of the truck and railcar respectively.
  • Fig. 2 is a top rear perspective view, somewhat exploded, of the embodiment shown in fig. 1 of the transportation unit 2, embodied as a frame 24 upon which the standard freight container 8 is supposed to be secured using the facilities 10 and the locking pins 12, indicated in the corners of the frame 24.
  • Fig. 2 also shows the load surface 26 of the railcar 4, and the load surface 14 of the truck 6, as shown in fig. 1 , for transferring the transportation unit 2 with the container 8, in a transverse direction 28 to the longitudinal axis 18, 22 (c.f. fig. 3) of the truck and the railcar 4.
  • the load surface 26 of the railcar 4 comprises parallel rails 30 arranged perpendicular to the longitudinal axis 22 of the railroad wagon 4.
  • the upper surfaces of the rails 30 comprise sliding surfaces 32.
  • the above embodiment of the transportation unit 2 is suited to be attached to standard freight units, e.g. a standard shipping container 8, which do not in advance comprise facilities to cooperate with the rails.
  • the freight unit could comprise integrated facilities to cooperate with the rails 16, 16 ' on the truck 6, the rails 30, 30 ' on the railcar 4 or to cooperate with rails arranged on another transportation vehicle.
  • a custom shipping container could be provided where the integrated bottom surface of the shipping container was provided with integrated means for cooperating with rails.
  • Fig. 3 is a top view of fig. 1 and 2, showing the rails 16 with the sliding surfaces 20 on the rails 16 on the load surface 14 of the truck 6. Further is shown alignment means 34, 34 ' on the truck 6 used to align the rails 16 on the truck 6 and the rails 30 on the load surface 26 of the railcar 4. In fig. 3, the alignment device 34 ' on the front of the truck 6 is engaged with the railcar 4 while the rear alignment device 34' is not engaged with the railcar 4. This is just for illustration purposes, in an actual case, during the operation of transferring a transportation unit from the railcar to the truck both alignment devices would be engaged.
  • the alignment device on the outer rear corner of the truck has been extended for illustration purposes. In an actual situation, only the alignment devices on the side of the truck facing the railcar would be extended.
  • Fig 3 also shows drag/push devices 36, 36 ' on the truck 6 for
  • FIG. 4 is a further exploded top rear perspective view of the embodiment of the transportation unit 2 shown in fig. 1 and 2, the railcar 4, the load surface 26 of the railcar 4, the truck 6, and the load surface 14 of the truck 6.
  • a frame 1 10 is fastened to the load surface 26 of the railcar.
  • the rails 30 are arranged on this frame 1 10. Openings (not shown) on the bottom surface of the frame 1 10 engage with standard locking pins 27 placed at the corners of the railcar.
  • a standardly available railcar with standard means for mounting standard shipping containers via corner fittings can be converted to the current system just by adding the frame 1 10. No additional modifications need to be made to the railcar.
  • a railcar could be provided which was custom built with rails and locking mechanisms directly integrated into the construction of the railcar.
  • a rear and front truck adapter unit 15,15' are attached to a standardly available truck.
  • the truck chassis is of the kind known as a gooseneck chassis.
  • the adapter units could also be attached to other forms of truck chassis, for example a straight chassis.
  • Each truck adapter unit in the current embodiment is provided with an alignment device 34, 34 ' , a
  • dragging/pushing device 36, 36 ' for dragging/pushing the transportation unit 2 in the transverse direction 28 relative to the longitudinal axis 18, 22 of the railcar 4 and the truck 6 as well as rails 16,16' with upwardly facing sliding surfaces 20,20'.
  • truck adapter units 15 By providing such truck adapter units 15, minimum modifications need to be made to a standard truck to enable the truck to be used in the system according to this specification. If the truck should no longer need to be used together with the system of the current invention, then the truck adapter units can be removed thereby restoring the truck to its standard format.
  • the truck adapter units can be removed thereby restoring the truck to its standard format.
  • a truck could be provided where the different mechanisms and functions required for the current system could be integrated directly into the structure of the truck.
  • the truck adapter units 15,15' comprises pivotably mounted, length adjustable stands or support legs 38, to be brought into contact with the ground surface 40, to support the rails 16 during the transfer of the transportation 2 unit from the railcar 4, to the truck 6.
  • three of the support legs are folded down and one support leg is folded up for the sake of illustration. In an actual use situation, it would typically be the case that the support legs on the side of the truck facing the railcar would be folded down while the others would be folded up. It should be mentioned that in other embodiments of the system, it could be imagined that the support legs were not needed. As indicated in fig.
  • the transportation unit 2 comprises a channel 46, 46 ' at each end, orientated transversely to the longitudinal axis 50 of the transportation unit 2, and in the current embodiment, the channels 46, 46 ' are located in alignment with the facilities 10 for receiving locking pins 12 of the shipping container 8.
  • the frame 1 10 mounted on the railcar 4 comprises vertical locking mechanism 42 on each rail and transverse locking mechanisms 44 in each corner. Both locking mechanisms shall be disclosed in more detail later.
  • the locking mechanisms on the railcar are all passive locking mechanisms with no requirements for power. Furthermore none of the mechanisms need to be manually operated.
  • the truck adapter units on the other hand incorporate hydraulic actuators which power the different functions. In this way, the railcar does not have to be supplied with any power and all the power functions come from the truck which is equipped with power already due the presence of the engine. It is therefore relatively easy to add hydraulic power to the truck. Likewise, the transportation unit is also completely passive with no power requirements.
  • Figure 5 is a perspective view obliquely from above, of a first embodiment of a frame 24 of the transportation unit 2 shown in fig. 2, according to the invention.
  • the frame 24 is adapted to be attached to the bottom of a standard ISO shipping container 8 by locking pins 12 (corner pins) to be introduced into the receiving facilities (corner fittings) 10 located in the corners of the standard freight unit, e.g. a standard shipping container 8.
  • the frame 24 of this embodiment comprises a first and a second mutual parallel, downwards facing open channel 46, 46 ' arranged in the bottom of the first transportation unit 2, located (respectively) at the first end 48 and the second end 48 ' of the frame 24.
  • the channels are arranged perpendicular to the longitudinal axis 50 of the frame 24.
  • the channels are U shaped in cross section with two side edges and a bottom edge.
  • the first and the second downwardly facing channel 46, 46 ' each comprises at least one downwardly facing sliding surface 60, 60 ' (fig. 13), said downwardly facing sliding surfaces 60, 60 ' consisting in the shown
  • the plate shaped bars 62 on the sliding surface of the channels is chosen as a material which has a low coefficient of friction with sliding blocks placed on the sliding surface of the rails.
  • the first channel 46 has a first downwardly extending flange 52 (c.f. fig. 6, fig. 8, fig. 13 and fig. 14) and a second downwardly extending flange 54
  • the second channel 46 ' has a third downwardly extending flange 56 and a fourth downwardly extending flange 58.
  • the first downwardly extending flange 52 of the first downwardly facing channel 46 is located along the channel side closest to the second channel 46 '
  • the third downwardly extending flange 56 of the second channel 46 ' is located along the channel side closest to the first channel 46.
  • the second downwardly extending flange 54 of the first channel 46 and the fourth downwardly extending flange 58 of the second channel 46 ' are located on the distant side to the other channel, as it appears from fig. 6 and fig. 8, but more clearly from fig. 13 and fig. 14.
  • inwardly facing surfaces of the downwardly extending flanges 52, 54, 56, 58 in each of the respective channels 46, 46 ' are arranged as a guiding and sliding surface.
  • inwardly facing surface is meant a surface which faces the centre of the channel.
  • the sides of the channels are formed as straight flanges which extend downwardly along the sides of the channels. These flanges contribute to providing strength to the channel.
  • flanges contribute to providing strength to the channel.
  • other structures are provided instead of flanges.
  • a box beam or an I-beam could be arranged on either side of the channel.
  • a simple flange could be arranged on one side of the channel and a more complex beam could be arranged on the other side of the channel.
  • a beam is provided on either side of the channel and each beam has an inwardly facing surface.
  • the distance between the inwardly facing surface of the first downwardly extending flange 52 and the inwardly facing surface of the third downwardly extending flange 56 is L1 and the distance between the inwardly facing surface of the second downwardly 54 extending flange and the inwardly facing surface of the fourth downwardly extending flange 58 is L2 as shown in figure 8.
  • the lengths L1 and L2 are chosen such that the channels are placed over the typical locations of the corner pins on a railroad wagon. Likewise the channels are placed underneath the typical location of the corner fittings of a standard shipping container.
  • the distances are provided based on ISO Standard 668 (Shipping containers) and 1 161 (corner fittings). According to the standard, the distances between the centres of the corner fittings of standard ISO shipping containers are as follows:
  • the hole dimension on a corner fitting is 124mm and as such the distance L1 is chosen to be less than the following values.
  • the frame 24 (or the transportation unit) will typically be designed to fit with either 10', 20', 30' or 40' containers. As such, the above distances should define four distance pairs and should not define 8 independent distances. Odd sized containers like 45' containers could also be used. In these cases, it could be imagined that the channels are defined according to the
  • a 45' container could use the same channel dimensions as a 40' container thereby allowing the 45' container to be mounted on a transportation vehicle which is also able to transport a 40' container.
  • the rail on the railroad wagon can be placed directly over the corner pins on the railroad wagon. This will minimize the total height of the system.
  • standard shipping containers are optimized in strength such that the loads on the container are transferred to the corner fittings.
  • the frame By placing the channel underneath the corner fittings, the frame itself does not have to be as strong since the container itself will bear most of the loads.
  • the bottom of the frame 24 comprises two long bottom side edges. Near either end of the bottom side edges, is a straight portion 68. The purpose of these straight portions is to provide support for the container when being used on a transfer vehicle as described in applicants co-pending application WO
  • a transfer vehicle as disclosed in WO 2014/203024, has a similar system as disclosed on the truck to allow transverse transferring of a container from a railcar to the transfer vehicle.
  • means are provided to release the connection between the channels and the rails and then allow the container to displace longitudinally on the transfer vehicle.
  • the rails are lowered and the transportation unit is therefore also lowered until the transportation unit's side bottom edges come into contact with wheels arranged along the side edges of the transfer vehicle to support the bottom side edge of the transportation unit.
  • the wheels are arranged with their axis of rotation perpendicular to the longitudinal axis of the transportation unit.
  • the long bottom side edges of the transportation unit therefore need to be arranged such that they can be supported by the wheels.
  • the transportation unit 2 next to the straight edge portions 68 comprises third and fourth transverse channels 70, 72, parallel with the first and the second downwardly facing open channels 46, 46 ' , the facing sides of which comprises spaced protrusions 74 for cooperation with parts of the drag and push devices 36, 36 ' of the truck 6 as will be described later.
  • the bottom 76 of the two mutual parallel, downwardly facing open channels 46, 46 ' is narrower than the middle of said channels in a cross section perpendicular to the
  • a standard cargo unit e.g. a standard shipping container 8
  • the top surface of the frame, just above the channels 46, 46 ' is provided with upwardly extending locking or corner pins 12, as it appears in fig. 7 but more clearly in fig. 10 which is a partial perspective view of a corner portion of the frame 24 and fig. 14 which is a partial perspective view of one end 48 of the frame 24.
  • the locking pins 12 are located on the frame 24 to cooperate with the receiving facilities 10 on a standard freight unit, e.g. a freight container 8 (fig. 1 ff.), and the standard locking pins comprises a hole 80 to receive a locking mechanism 82.
  • the receiving facilities 10 (corner fittings) on the container comprise openings 84, 86, 88 in the averted sides relative to the container, as it appears in fig. 4, this means that the bottom of the receiving facilities 10 comprises an opening 88 for receiving the locking pin 12.
  • the frame 24 comprises a locking mechanism 82, which in the shown embodiment consists of a pin 90, the first end 92 of which is suited to be introduced into the hole 80 of the corner pin 12, and the second end 94 of which comprises an orthogonally extending plate shaped arm 96, the end of which comprises a cam 98 extending on the side facing away from the pin 90.
  • the frame 24 comprises longitudinal flanges 100 extending from each corner of the frame.
  • the flanges 100 have a short tapered portion 102 nearest to the corners of the first transportation unit 2, which comprises a first recess 104 located in alignment with the holes 80 in the locking pins 12, and a second recess 106, nearest to the ends 48, 48 ' of the first
  • the transportation unit 2 as a seat 106 for the cam 98 on the arm 96 of the locking mechanism 82.
  • the locking mechanism 82 is situated in a locked position, with the cam 98 located in the recess 106, nearest to the end 48.
  • the adjacent sides of the arm 96 and the flange 100 will block the pin 90 from being displaced out of its position in the hole 80 in the locking pin 12.
  • the recesses 104 and 106 are cooperating with the locking mechanism 82, the pins 12 and the facilities 10 for receiving the pins on a standard freight unit/the standard freight container 8, as follows.
  • the locking mechanism 82 is released by turning the arm 96 upwards from the position where the cam 98 is located in the seat 106 to a vertical position wherein the arm 96 is located to pass the first take out 104 in the flange 100, and then retract the pin.
  • the container 8 is hereafter arranged in the frame 24, with the locking pins 12 introduced in the holes 88 in the corner fittings 10 in the container 8 for receiving the locking pins 12. Subsequently the pins 90 are introduced into the holes 86 in the corner fittings 10 and into the hole 80 in the locking pin 12, and the arm 96 with the cam 98 of the locking mechanisms 82 is turned sidewise, so the cam 98 is located in the second recess 106 in the flange 100, and the pin 90 is locked, and so the container will be locked to the frame 24.
  • This is however just one mechanism for locking the container to the frame.
  • a standard twist lock could be used, or some other entirely different locking mechanism could be provided.
  • Fig. 15 is a perspective top view of a first embodiment of the frame 1 10 arranged on the load surface 26 of the first transportation vehicle 4.
  • the frame is suited for attachment to a standard railcar 4, as shown in fig. 1 , 2 and 3.
  • the frame 1 10 has a substantially rectangular shape with a first end 1 12 and a second end 1 14, and with rails 30, 30 ' at either end, extending perpendicularly to the longitudinal axis 1 16 of the frame 1 10.
  • the upwards facing sides of the rails 30, 30 ' comprise sliding surfaces 32, 32 ' .
  • Transverse locking mechanisms 44 are located at the corners 1 18, 120, 122, 124 of the frame 1 10. The transverse locking mechanisms 44 serve to block for undesired relative transverse displacements of the transportation unit 2 when the transportation unit is arranged on the frame 1 10.
  • fig 16 a more detailed perspective top view of one end of the frame 1 10 shown in fig. 15.
  • the two ends of the frame are essentially identical and therefore only one side is described in detail.
  • the figure shows a rail 30 with an upwardly facing sliding surface 32, a spring loaded vertical locking unit 42 arranged to prevent vertical
  • the two rails 30, 30 ' are arranged mutually parallel and perpendicular to the longitudinal axis 1 15 of the frame 1 10.
  • Each rail 30, 30 ' has a top surface arranged as an upwardly facing sliding surface 32, 32 ' .
  • the sliding surface is arranged with a number of individual triangular sliding tiles screwed to the top surface of the rail.
  • the tiles are made of a material which has a low coefficient of friction with the sliding surface of the channel of the transportation unit. The tiles can furthermore be exchanged when the tiles are worn. Likewise, dirt and other foreign
  • each rail 30, 30 ' has a first sideways facing surface 1 16, 1 16 ' and a second sideways facing surface 1 18, 1 18 ' .
  • the sideways facing surfaces 1 16,1 16', 1 18,1 18' are arranged as guiding and sliding surfaces which cooperate with the inwardly facing sides of the channels of the transportation unit to guide the transportation unit in the longitudinal direction.
  • the rail In order to compensate for misalignment between the channel and the rail, the rail is not as wide as the channel. This allows for a certain amount of misalignment without causing a jam.
  • the first sideways facing surfaces 1 16, 1 16 ' are arranged with extra sliding blocks 120, 120 ' at the ends of the rails 30, 30 ' and are arranged to cooperate with the second 54 downwardly extending flange and the fourth downwardly extending flange 58 of the channels 46, 46 ' .
  • the second sideways facing surface 1 18,1 18' are also arranged with sliding blocks which cooperate with the first and third 52,56 downwardly extending flanges of the channels. Sliding blocks are also arranged on the second sideways facing surface at either end of the rail.
  • the first sideways facing surfaces 1 16, 1 16 ' have a slit 122, 122 '
  • the second sideways facing surfaces 1 18, 1 18 ' have a slit 123, 123 '
  • the slits 122, 122 ' , 123, 123 ' are located in the centre of the rail below the sliding surface 32, 32 ' .
  • a portion 136,136 ' of the spring loaded vertical locking mechanisms 42, 42 ' protrudes through the slits outside the vertical planes bounding the rails 30, 30 ' , which shall be described in more detail below.
  • the spring loaded vertical locking mechanism 42 comprises horizontally displaceable spring loaded locking plates 130, 130 ' , guided and retained between an upper and a lower guide plate 132, 134 secured to the rails 30, 30 ' .
  • the locking plates 130, 130 ' have a first end 138, 138 ' which is pivotally attached to the guide plates 132, 134.
  • Each of the second ends 140, 140 ' of the locking plates 130, 130 ' is connected to a spring 142, 142 ' which presses the respective locking plates 130, 130 ' in the direction of the slits 122, 122 ' , 123, 123 ' in the first and the second sideways facing surfaces 1 16, 1 16 ' , 1 18, 1 18 ' .
  • the locking plates comprises in the second ends a portion extending behind the bounding of the slits 122, 122 ' , 123, 123 ' which by the springs 142, 142 ' is brought into abutment of the sideways facing surfaces 1 16, 1 16 ' , 1 18, 1 18 ' in the locking plates active position, and limits the extent of the protruding portions 136, 136 ' .
  • the vertical locking means 42, 42 ' cooperates with the horizontal flange 66 on the lower edge of second and the fourth downwardly extending flange 54, 58 in the channels 46, 46 ' of the transportation unit, as the protruding portions 136, 136 ' , in case of a relative vertical directed displacement between the transportation unit 2, and the rails 30, 30 ' , will come into contact with the horizontal flanges 66, and therefore stop the vertical displacement.
  • the spring loaded guide plates also stabilize the position of the transportation unit in the longitudinal direction of the transportation unit during travel.
  • the frame 1 10 comprises releasable transverse locking mechanisms 44 which serve to block undesired relative transverse displacement of the transportation unit relative to the frame.
  • the transverse releasable locking mechanisms 44 are disclosed in more detail in fig. 22 and fig. 23.
  • the locking mechanisms 44 are located in a portion 150 on the outside long sides 152 of the frame 1 10, close to the adjacent sides 1 18, 1 18 ' of the rails 30, 30 ' .
  • Each of the locking mechanisms 44 comprises a pivotal locking member 154 pivotally mounted in the portion 150 by a shaft 156.
  • the pivotal locking member 154 comprises a first end 158 and a second end 160.
  • the pivotal locking member 154 is in the figures 15, 16, 22 and 23 shown in its active position, wherein the first end 158 is positioned in a level above the top surface 162 of the frame 1 10.
  • the first end 158 is held in this position thanks to a counter weight portion 164 on the second end 160, the weight of which will cause a torque on the pivotal locking member 154 to push the first end in upwards direction, thus the first ends 158 of the pivotal locking members 154 of the locking means 44, will normally be situated in the active position.
  • the portion 150 comprises an upper wall 166 which limits how much the first end 158 can extend above the top surface 162 of the frame.
  • the first end 158 has a surface 168 facing the longitudinal centre line 1 15 of the frame 1 10. The surfaces 168 serve as the contact surface to the outside of the transportation unit 2, and the distance between two opposing surfaces 168 of pivotal locking members 154 located near the same rail 30, 30 ' corresponds at least to the outside width of the transportation unit 2.
  • the outwardly facing wall 170 of the portion 150 comprises two openings, a narrow opening 172 closest to the shaft 156, and a larger opening 174 between the narrow opening 172 and second sideways facing surfaces 1 18, 1 18 ' of the rails 30, 30 ' .
  • the pivotal locking member 154 comprises a narrow portion 176, between the first end 158 and the counter weight portion 164 in the second end 160, said narrow portion having a downwards facing straight edge 178, and an upwards facing straight edge 180 having an upwardly extending portion 182 cooperating with a slit 184 in the bottom of the rails 30, 30 ' , the purpose of this shall be explained later.
  • a small downwards extending rectangular portion 186 is located between the narrow portion 176 and the portion 164 in the second end 160.
  • the narrow portion 176 of the locking pin 154 is located adjacent to the larger opening 170 in the outwardly facing wall 170 of the portion 150, and the small downwards extending rectangular portion 186 is located next to the narrow opening 172, as it appears from fig. 22.
  • a partial detail view of an embodiment of a truck adapter unit 15 comprising an alignment device 34 and a drag/push device 36.
  • the alignment device 34 is in the shown embodiment supported by a pivotally mounted, length adjustable support leg 38 supported on the ground surface 40.
  • the alignment device 34 comprises a sensor cooperating with the narrow opening 172 in the outwardly facing wall 170 of the portion 150, and the small downwards extending rectangular portion 186 of the pivotal locking member 154.
  • the sensor's registration of the presence of the rectangular portion 186 in the narrow opening 172 indicates that the rails 30, 30 ' on the load surface 26 of the first transport vehicle 4 are in alignment with the rails 16, 16 ' on the second transport vehicle 6 and that the transverse locking mechanism is in its locked position.
  • the alignment device 34,34' comprises a horizontally displaceable bar 200 slideably located inside the rails 16,16' of the truck.
  • the displaceable bar is displaced by an actuator (not shown).
  • the free end 202 of the bar 200 is formed as a truncated pyramid, and is suited to be introduced into an opening 204 formed in the rail of the railcar.
  • the opening 204 is bounded by the first sideways facing surfaces 1 16, 1 16 ' , the second sideways facing surfaces 1 18, 1 18 ' , the bottom 183 of the rail and the downwards facing side 206 of the top surface of the rail 30 (c.f. fig. 22 and 23). In fig. 20, the bar 200 has been introduced into the opening 204 in the rail.
  • the bottom side 207 of the bar 200 facing the bottom 183 of the rail 30 with the slit 184 comprises an opening (not shown) formed to cooperate with the locking portion 182 on the pivotal locking member 154.
  • the bar 200 is sufficiently introduced into the channel 204 (shown in figure 20)
  • the opening in the bottom of the bar and the slit 184 in the bottom side of the rail 30 will be aligned, and the rails 16, 16 ' are now aligned with the rails 30.
  • a recess 216 in the top surface of the bar 200 allows the two rails to pivot slightly with respect to each other about an axis which is coplanar with the plane of the rails and perpendicular to the rails. This is schematically illustrated in more detail in figure 26.
  • the alignment device 34, 34 ' also comprises a second actuator (not shown) and a second displaceable rod 210 for unlocking the transverse releasable locking means 44.
  • the second displaceable rod 210 has a straight downwards facing edge 212, and a tapered end 214, which is designed to cooperate with the downwards facing straight edge 178 of the narrow portion 176 of the pivotal locking member 154.
  • the second displaceable rod 210 is designed to be introduced through the larger opening 174 in the outwardly facing wall 170 of the portion 150.
  • Pushing the rod 210 into the opening 174 will result in the tapered end 214 engaging the narrow portion 176 of the pivotal locking member 154, causing an initial pivotal movement of the locking member 154 which will displace the upwardly extending locking portion 182 at the second end of the of the pivotal locking member 154, into the aligned opening in the bottom of the bar 200 and the slit 184 in the bottom side 183 of the rail 30, thereby locking the horizontally displaceable bar 200 in the introduced position in the channel 204.
  • the sensor of the alignment device 34 is able to register that the bar 200 is in alignnnent with the rails 30, 30 ' . Furthermore it is also able to register that the locking bar 200 is locked in the channel 204 by the member 182 because the turning of the pivotal locking member 154 also results in the small
  • a control unit in the alignment device will subsequently allow the drag/push devices 36, 36 ' to be activated, and the transfer procedure can proceed.
  • the drag/push devices 36, 36 ' on the truck 6, comprise in the embodiment shown in fig. 24, a displaceable drag/push pole 230, in the following named displaceable pole 230, displaced by an actuator 232 in an outwardly and inwardly cycling movement, parallel to the rails 16, 30.
  • the free end 234 of the pole 230 comprises a gripper head 236 with a pivotal arranged gripper mechanism 238.
  • the gripper head 236 is designed to be introduced into the third transverse channel 70 or the fourth transverse channel 72 in the first transportation unit 2, and engage with the protrusions 74 therein.
  • the gripper mechanism 238 is first rotated to a position as shown in figure 24.
  • the gripper mechanism is then inserted into the channel and then rotated about an axis perpendicular to the load surface such that the gripper mechanism is arranged perpendicular to the displaceable pole. This effectively increases the width of the gripper mechanism which can therefore engage with the protrusions 74 on the inside surfaces of the channels 70,74.
  • the gripper head 236 can then be retracted an amount at least
  • the second displaceable rod 210 is retracted from the transverse locking mechanism, releasing the bar 200 and allowing it to be retracted.
  • the pivotable locking member 154 is also allowed to pivot back into its transverse locking position. In case that the transportation unit has not been transferred fully, it will not be possible for the pivotable locking member to be pivoted back into its locking position, as the transportation unit will be arranged on top of the member. Hence, it will also not be possible to retract the bar 200. This is an extra safety precaution.
  • Figure 25 schematically shows details of the unique form of the rails 300 and channels 301 and how the form helps with aligning the transportation unit on the rails.
  • the rectangular bar illustrates a rectangular rail 300 on the truck or the railcar and the curved outline represents the inner walls of a channel 301 in the bottom surface of the transportation unit.
  • the rail is arranged straight and the channel is attempting to slide onto the rail at an angle. This is possible due to the wider centre portion 302 of the channel. As the channel slides onto the rail, the channel is straightened up by the narrower portions of the channel, see figure 25b.
  • Forming a channel having a curved inner surface can be complicated and/or expensive. A cheaper and simpler way of doing this is to have a channel with straight inner sides 304 and then place rectangular sliding blocks 305 at either end of the channel. This will have a similar effect. By chamfering or rounding the end edges of the sliding blocks and/or by chamfering or rounding the ends of the rail, the rails will not jam into the edges of the sliding blocks.
  • FIG. 26 schematically shows how the alignment device is arranged to ensure a vertical alignment of the ends of the rails, while still allowing the rails to pivot slightly with respect to each other about an axis which is coplanar with the rails and perpendicular to the rails.
  • the alignment device comprises a bar 400 which is slideably arranged in the rail 401 on the first vehicle (for example the truck).
  • the bar is firmly arranged in the rail on the first vehicle such that it can only displace linearly along the axis of the rail.
  • the bar is then extended such that it enters an opening 402 on the rail 403 on the second vehicle (for example the railcar).
  • the opening is sized such that the bar is essentially locked in the opening in the vertical direction.
  • the two rails are therefore locked together in the vertical direction and when one vehicle raises or lowers the end of its rail, the other vehicle is forced to follow.
  • the bar is however provided with a recess 404 in the top surface and the tip 405 of the bar is tapered. This allows the rails to pivot with respect to each other as is shown by figure 26b. This allows the two vehicles to move more naturally with respect to each other during the transfer of the container, without risking that the transportation unit jams on the rails.
  • the transportation unit 2 The transportation unit 2:
  • the vertical locking mechanism is a vertical locking mechanism
  • the transverse locking mechanism is the transverse locking mechanism
  • the alignment device is a first alignment device

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Packaging Of Machine Parts And Wound Products (AREA)

Abstract

Cette invention concerne une unité de transport appropriée pour transporter une cargaison, ladite unité de transport comprenant un premier et un second canal ouvert faisant face vers le bas, chaque canal ayant une section transversale en forme de U tournée vers le bas avec une surface orientée vers le bas et des première et seconde surfaces latérales orientées vers l'intérieur disposées de chaque côté de la surface orientée vers le bas, lesdits canaux étant ménagés dans le fond de l'unité de transport, étant disposés parallèlement l'un à l'autre, étant situés à proximité de la première extrémité et de la seconde extrémité respectivement de l'unité de transport, et étant disposés perpendiculairement à l'axe longitudinal de l'unité de transport. Lesdits premier et second canaux comprennent une première poutre s'étendant vers le bas disposée sur un côté du canal et définissant la première surface orientée vers l'intérieur du canal et une seconde poutre s'étendant vers le bas disposée sur l'autre côté du canal et définissant la seconde surface orientée vers l'intérieur du canal, ladite première surface orientée vers l'intérieur dudit premier canal étant située le long du côté du premier canal le plus proche du second canal, la première surface orientée vers l'intérieur du second canal étant située le long du côté du second côté de canal le plus proche du premier canal, la seconde surface orientée vers l'intérieur du premier canal et la seconde surface orientée vers l'intérieur du second canal étant situées sur le côté du premier et du second canal respectivement qui est opposé aux premières surfaces orientées vers l'intérieur des premier et second canaux, et chacune desdites surfaces orientées vers le bas desdits premier et second canaux étant chacune conçue comme une surface coulissante. De cette manière, l'invention permet d'obtenir une unité de transport économique et optimisée en termes de résistance.
EP17761822.0A 2016-08-11 2017-08-11 Unité de transport appropriée pour transporter une cargaison Withdrawn EP3496986A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DKPA201670617 2016-08-11
PCT/EP2017/070527 WO2018029378A1 (fr) 2016-08-11 2017-08-11 Unité de transport appropriée pour transporter une cargaison

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EP3496986A1 true EP3496986A1 (fr) 2019-06-19

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110626374B (zh) * 2019-08-20 2020-12-08 福建侨龙应急装备股份有限公司 一种铁路自装卸多功能保障设备及其系统
WO2023031486A1 (fr) 2021-09-06 2023-03-09 Safe Green Logistics A/S Véhicule de transport

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB474362A (en) 1936-02-26 1937-10-26 Notor Terminals Company Improvements in freight handling systems
US2808289A (en) 1954-10-20 1957-10-01 Scoby Frank Leonard Cargo container and vehicle
SE403092B (sv) * 1976-12-13 1978-07-31 Lovgren Sten Anordning vid anleggningar for overforing av lastenheter till och fran en forsta berare, innefattande en overforingsapparat anordnad pa en andra berare
WO1990000481A1 (fr) 1988-01-06 1990-01-25 Toljet Pty Limited Systeme de transfert de conteneur
DE3833942A1 (de) 1988-10-05 1990-04-12 Waas Heinrich Verfahren und vorrichtung zum automatischen umsetzen von grossen behaeltern, wie containern
DE4244156A1 (de) 1992-12-24 1994-06-30 Niesky Waggonbau Gmbh Verfahren und Vorrichtung zum horizontalen Querverladen von Transportbehältern
DE19501543C1 (de) 1995-01-19 1996-08-08 Wolfgang Bermueller Umsetzeinrichtung zur Umsetzung von Wechselbehältern zwischen Fahrzeugen und/oder Lagerstationen
ATE472452T1 (de) 2004-04-05 2010-07-15 Technology Ab K Verfahren und anordnung zur handhabung eines wechselaufbaus
AT502634B1 (de) 2005-11-04 2007-12-15 Hans G Unseld Mobiles umschlaggerät
DE102006014214A1 (de) 2006-03-26 2007-09-27 Bermüller, Wolfgang Einrichtung zum Auf- und Abladen einer Befülleinrichtung quer zu deren Transportrichtung
DE502008000903D1 (de) 2008-04-08 2010-08-19 Wolfgang Bermueller Einrichtung zum Transport einer Befülleinrichtung
WO2011064621A1 (fr) 2009-11-27 2011-06-03 Blach Holding Aps Système de transfert de conteneur
WO2014203024A1 (fr) 2013-06-17 2014-12-24 Safe Green Logistic A/S Système de transfert de conteneur et son procédé de fonctionnement

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