FI109671B - The road-rail transportation system - Google Patents

Abstract

In a combined road-rail transportation system consisting of a locomotive, semi-trailer motor vehicles, semi-trailers and rail running gear, the semi-trailers are provided at the ends with in each case one kingpin and the rail running gear is provided with two fifth- wheel couplings arranged in the travel direction one behind the other on a coupling adaptor connected in articulated fashion to the rail running gear. <IMAGE>

Description

109671

ROAD-RAIL TRANSPORT SYSTEM - VÄG-RÄLS-TRANSPORTSYSTEM

The invention relates to a track-rail conveying system consisting of locomotives, forklift trucks, loading platforms and rail moving machines.

Such conveyor systems are known. They seek primarily to take advantage of the benefits of road transport in the immediate area and of rail transport in long-distance traffic. German publication 33 44 513 discloses a track-rail conveying system in which two loading platforms are each connected to a freight train by means of a rail transfer mechanism. For this purpose, each rail drive assembly has two separate support and coupling elements through which two adjacent loading platforms are supported and coupled to the rail drive assembly.

In this known track-rail conveying system, each of the loading platform independent support and coupling elements is supported by the rail transfer mechanism, which results in uneven loading of the axles of the rail transfer device if, for example, the loading platforms are differently loaded. This adversely affects the running safety of the rail transfer equipment so that the track-rail transport system cannot · be transported on the rails at the desired high speed.

Further, such a coupling between the rail drive equipment and the loading platforms

It is designed to be complicated and cumbersome to handle.

The invention is based on avoiding the drawbacks of the known conveyor system and providing a low-personnel conveyor system which does not require substantial modifications to the loading platforms so that they can be easily coupled to the rail conveyor and achieve excellent running behavior in rail dependent transport.

This task is solved in the above-mentioned rail-rail conveyor system, according to the invention, whereby the front and rear ends of the loading platform are both equipped with a ··, locking pin and a rail transfer mechanism with a coupling having two saddle switches in successive directions.

) 2,109,671

The locking pins correspond in principle to standardized locking pins and can be easily connected to the saddle switches located on the coupling connector.

Because the loading platform heads rest in the direction of travel by successive saddle clutches, these are coupled to the coupling coupler and only this load is applied to the slide gear, different loadings of the saddle clutches are not observed when loading the wheelset gear wheels.

In order to provide the rail drive with all the necessary freedom of movement with respect to the coupling connector, so that no constraints are imposed on the wheelsets in rail rails, track curve travel and down or up rails, the coupling coupling is preferably connected to your ball joints. Both clutch saddle switches are designed with both saddle bracket locking pins for locking, such as a saddle clutch standardized to DIN 74 084, so that by sequentially positioning multiple loading platforms with a corresponding number of rails, a complete train unit can be assembled into an economically viable transport unit. Loading platforms can be both open structure with side walls, canopy racks and planes or Curtain Sider type (side-moving platform structure without side walls, however equipped with level tension belts), as well as closed structure for dry cargo or insulated cooling structure.

For road travel, the loading platform is equipped with a front standard locking pin connection, always dimensioned in accordance with ISO 1726.

The rear axle assembly of the loading platform is always an air spring assembly and may alternatively have 1, 2 or 3 axles.

At the front, there is a saddle support jack positioned after the locking pin, which can be mounted in a variety of embodiments (rigid / upward or downward or telescopic structure, winch or power lift).

In accordance with the invention, each loading platform is provided with a front end face and: a bottom end of the carrier stern with a front and rear locking pin. These lu-:; the pins are locked in each case by the rail transfer mechanism.

This is done by placing the rail drive machines flat on a ground surface with rails inserted into the floor to secure the rail drive machines! i, and the front rail drive mechanism is locked on the first loading platform; with a locking pin located on the end of the pallet. The locking pin and the 3 109671 clutch are located on a vertical, vertical axis with a ball joint.

Torque rigid locking by means of a pin on the coupling of this terminal transfer mechanism which puts the end of the loading platform into the pocket. A locomotive can be coupled to the bumper side of this rail drive. The second rail drive assembly is then locked with the rear locking pin so that, after retraction of the air-suspended suspension axle (s) and lifting the front saddle carrier, the loading platform rests during transport on rails front and rear on top of the rail drive assembly.

The loading platform stack according to the invention consists of a plurality of small transferring machines receiving the front end of the loading platform and the rear end of the adjacent loading platform, the front end transferring device and the rear end transferring device, each having at least four wheels or at least two wheelsets. The rear end shift mechanism is locked with the last saddle bracket rear with a locking pin. The switch connector of this end-shifting machine has the same additional locking characteristics with respect to its rigid locking with the rear of the loading platform as the middle track-moving drive for the two loading platforms. In this case, the locking pins are identical in dimensions and positioning to this rail displacement machine. Alternatively, a locomotive can also be coupled to the bumper side here.

The resulting bending forces due to its own weight and loading portion, as well as the occurring longitudinal forces within the entire train unit, are received by the load carrier frame structure and transmitted to the rail transfer machines.

. It is preferable to place the saddle switch for the locking pin at the front of the loading platform with a joint between the coupling terminal and the rail drive mechanism, while the locking pin at the rear of the loading platform is rigidly coupled to the coupling terminal !!! unit. This may advantageously be accomplished by at least one locking pin of the coupling connector and at least one corresponding reception on the loading platform. Although one saddle clutch is thus displaced in the travel direction with respect to the ball joint articulation of the coupling coupling, from the transmission point of view, the coupling coupling with the rear of the loading platform forms a unit which is preferably supported vertically through a ball joint on the busbar.

; ·· _ The front pallet bracket directly over the ball joint allows central and vertical load control of the corresponding pallet to the centrally located ball joint ball joint. When driving over the track hump or track rail, relative movement to the rail transfer mechanism occurs torque rigidly via a coupling lock and ball joint locked with the stern of the loading platform and 4 109671 in the other loading platform region of its end side locking pin.

This end face support surface is slightly spherical, as described, for example, in European Patent Application 88 11 9379.1, to provide the required degree of angular freedom in vertical angular mobility.

In curved travel, a load carrier rigidly coupled to the coupling connector may pivot through a ball joint relative to the carrier, while another loading carrier may pivot relative to the coupler by sliding slightly on the spherical surface of the coupler. Thus, the track transfer device can freely position itself in forward or curved driving conditions under dynamic driving conditions.

In order to compensate for different structural tolerances between the locking pins and the receptacle on the loading platform, a ring surrounding the locking pin having a spherical receiving surface and / or resiliently mounted may be provided at the pin receiving. The ring disc holds the ring in the pocket and prevents the ring from coming out, whereby the receiver and ring disc surround the pin at a distance so that the locking pin exerts a corresponding clearance when radial force is applied. Since no variable loads occur in the axial direction during rail travel, the flexible mounting of the locking pin in the receiving ring guarantees a rumble-free bearing. Alternatively, flexible bearing can be dispensed with so that there is only wear with corresponding radial clearances.

With locking pins for coupling terminals and similar receivers on pallet trucks; :; the coupling connector itself can receive its locking pins and the rear of the loading platform; ·· *, the load and the rear of the loading platform are placed transversely to the locking pin, which is inclined towards the locking pin towards the rocker. longitudinally to the center axis of the coupling connector.

Strong locking is achieved when the locking pin is locked with the coupling.

In this position, the locking pins are in the end position of the recipient.

: During this connection step, the coupling connector is supported almost horizontally by a support device. A ball joint is created between the dotted horizontal line and the coupling connector -.,! Slightly lower the support up to the support by about 0.5-1 ° so that after the locking of the coupling connector with the rear of the chassis, the support is again unloaded. When needed, there is no support force for turning away support, so that turning away; it can happen with little force. Thus, it is possible to combine a turning mech! 5 109671 automatically switches to the switching event without the need for much power.

The support is on the rails when the loading platform is turned on or off.

Dimensions with respect to lengths and angles in alignment and guide components such as locking pin, receiver, oblique insertion faces, and parallel insertion edges and incline are provided such that insertion functions for automatically inserting the rear of the loading platform are automatically actuated.

The course of events when loading the stern of the loading platform onto the rail moving machine is as follows: - The rear of the loading platform is driven against the rail driving machine and is then raised above the slant.

- the coupling pin pivots - due to the lateral displacement of the rear of the loading platform - over the ball joint against the shoulder, with the coupling pin resting slightly downwards on the support surface.

- the rear end of the loading platform is raised so far back that towards the center of the rail transfer mechanism that the rear axles of the loading platform are on the load tower.

- the stern of the loading platform is guided through the control to the middle position of the coupling connector.

- the coupling connector now comes with its locking pins to receive the rear of the loading platform; :: to the outer setting range of the masters. In this position, the lateral position of the rear of the loading platform is closed to a small extent relative to the rail drive.

, - the switch coupling is now pivoted with its longitudinal centerline over the locking pin and the receiver is aligned with the longitudinal centerline of the loading platform.

·· _ During the last longitudinal movement, a slight centering occurs between the rear of the load carrier and the rail »» !!. Assembly, whereby the coupling connector is slightly raised from its previous support.

- the support is pulled up or turned away.

In the above-described design of the individual components according to the invention, there is no distortion between the coupling connector and the rear part of the loading platform, so that high material loads with corresponding consequential damage cannot occur. Here, too, the longitudinal force required for the opposite movement in the longitudinal direction between the rear of the loading platform and the slide carriage is limited, which again prevents the stationary and braked rail carriage from being ejected on the rails.

i «109671 In this coupling operation, the front wall of the loading platform, which is connected, for example, to an arrangement vehicle and is not always driven exactly parallel to the rails, is not moved transversely to the longitudinal center line of the loading platform. If the coupling connector were not rotated with limited rotation, the rear of the loading platform would require transverse displacement of the loading platform front unless the coupling was accurately aligned, which could result in damage to the coupling locking insert.

To achieve the minimum clearance required in curve travel between two adjacent loading bases, the front locking pin may be positioned in front of the carrier end page. Because this locking pin is located much in front of the locking pin that serves for coupling to the road tractor, it is necessary to prevent damage to the end page locking pin during road travel and during coupling to the road tractor. For this purpose, the end-side locking pin is embedded in a frame pocket or recessed so that this locking pin does not extend above the underside of the loading platform in the front coupling area.

If the front locking pin is immersed in the frame pocket, it can advantageously be mounted upwardly in the frame pocket which can be retracted and locked by a transversely movable pin in the up and down position. In this case, the rail transport support plane is at the same height as the road drive, and the locking pin only and not in the loading position is not outside the lower surface of the loading platform in the front coupling area. For road travel, turn the front rail. . transport-king pin up.

'···' To simplify handling, the lever weight can be balanced by a spring, while '·' 'is again controlled by auxiliary force.

The upside-down frame pocket is so narrow in width that the fairy tongue switches available with the clutch or saddle plates are wider than the width of the retractable frame pocket. Therefore, with the saddle clutch, the motor carriage can slide from the end side under the chassis to the locking pin for road transport without the coupling plate of the towing vehicle falling into the pocket. Thus, a collision with the locking pin · · · · · · · · on the pin for rail travel will not occur. 1. Additional protection against locking pin locking with road vehicle saddle clutch; , Or against the hitching of the road vehicle's own saddle clutch in the front retractable frame pocket, when coupled to the loading platform, can be reached into the pocket opening with a forward pivoting bar that closes • this flush with the lower and front edges of the frame pocket.

109671

In order to prevent the beam from impeding engagement with the coupling connector, the beam may be pivotally secured to the top of the pocket by means of a hinge through at least one rectangular lever. For each position of the beam, it is preferable to have at least one locking bolt engaging the locking slot.

The frame pocket may be disposed symmetrically or asymmetrically with respect to the longitudinal center plane of the loading platform.

In order to better insert the switch connector into the frame pocket, an open V-shaped recess may be provided here.

To facilitate the insertion of the front and rear locking pins of the loading platform into the respective saddle switches of the coupling couplings, the coupling coupler may each have a slanted sliding surface and one forward and backward open V-shaped recess. Thereby, both saddle switches of the coupling coupling may be incrementally differently in height so as to achieve nearly the same overall height at the rear of the forward loading platform and at the front of the adjacent loading platform.

Further, the frame pocket for the front locking pin may have an extension for securing the respective saddle switch to the coupling connector if the respective rail drive mechanism is at the beginning or end of the loading platform to provide torque rigidity locking between the coupling connector and the front of the loading platform.

A pivotable or extensible support may be provided between the rail drive assembly and the coupling connector, which secures the coupling coupler for a coupling event with limited rotation and not pivoting. The saddle switches can be attached to the coupling connector as screws in closed assemblies so that '·' in full service or in the event of wear or failure of the coupling system, the entire coupling can be quickly replaced.

The coupling connector is usually supported on the rail drive by transverse springs. ··· with respect to the direction of travel such that a single loading platform has a total of one statically determined three-point bearing on the front and rear track displacement •. motor. In addition, flexible supports may be positioned between the coupling connector and the top loading platform: * so that a four - point support for the loading platform is obtained from a specified angle of inclination. This is advantageous when the saddle strainer is of an easily rotatable structure (e.g. TIR-Planer or Curtin-Sider). Insertion of the four-point bracket is done in easily rotating structures even after a very small angle. This applies to both the front of the loading platform and the 109671 to the rear end of the bearing to the coupling coupling so that, for example, after a transverse inclination of 5 mm, full support is obtained. This extra spring support allows structural tolerances when coupling.

Further, the locking pins having axial clearance may engage the saddle clutch to detect load relief and prevent jamming and twisting by means of an air gap in and out of the saddle.

The invention will be explained in more detail with the aid of the exemplary embodiment shown in the following drawings, in which: Fig. I is a part of a train unit according to the invention.

Figure 2 An enlarged side view of the connected ends of two pallet rail drive machines.

Fig. 3 is a top plan view of Fig. 2, Fig. 4 is a detailed view of the locking connection between the coupling locking pin and the corresponding pallet receiver, Fig. 5 is a detailed view of the front of the pallet with a frame pocket recessed locking pin.

Fig. 6 is a detailed view of Fig. 5 with the locking pin in the up position, Fig. 7 is a top view of Figs. 5 and 6.

Fig. 8 is a detailed view of the front of the loading platform with a frame level when the pivoting bar is folded into the opening, and Fig. 9 is a top view of the detail of Fig. 8.

,, · The loading units 9 constituting the train unit according to the invention, which are saddle; coupled by switches 3, 4 to switch coupling 1 and resting on busbar drives:; : 29. The rear axles 10 of the loading platform 9 and the suspension support spindles 32 are raised so that there is sufficient clearance at the top of the rail. The locking pin 33 required for coupling to the road tractor is located at the front end of the loading platform 9.

The coupling coupling 1 is pivotally and pivotally supported by a ball joint 2 for rail • • !!, 'transmitting gear 29. Transverse to the longitudinal center plane of the rail moving gear 29, the coupling coupling 1 is spring-supported.

The clutch connector 1 has opposite saddle switches 3,4 in the driving direction, the saddle switch 4 being disposed above the vertical axis of the ball joint 2.

The coupling connector 1 has a forward and rear oblique sliding surface 22, 23 and a forward or s 109671 rearwardly open V-shaped recesses 20, 21. The coupling bearing surface 30 of the rear saddle switch 4 is inclined to the front of the saddle switch 3 so that the lower edges 17 of the subsequent loading platform 9 would be at the same height.

At the rear end of the forward loading platform 9 is provided a locking pin 5 in the longitudinal center plane, while a corresponding locking pin 6 is positioned at the forward end of the subsequent loading platform in a frame pocket 16 therebetween, the locking pin 16 terminates with the lower edge 17 of this loading platform. The frame pocket 16 is narrower than the commercially available saddle plates with saddle switches in accordance with DIN 74 084, so that the locking pin 6 is not damaged when coupled to a road tractor.

To facilitate the insertion of the coupling connector into the frame pocket 16, the pocket has an open V-shaped recess 35 in the front.

The locking pin 6 may also, as shown in Figures 5-7, be pivotally mounted on the lever 37. In the position shown in Figure 5, the lever 37 is pivoted downwards so that the locking pin 6 protrudes downwards over the lower edge of the frame pocket 16. In this reduction, the locking pin 6 can be easily connected to the coupling connector 1. The lever 37 can be locked by the transversely movable pin 36 into the lower position shown in Figure 5 and the upper position shown in Figure 6, respectively.

· To facilitate lifting of lever 37, the weight of lever 37 on spring 38 is at least nearly equalized.

j · * «*

Transverse movable pins 36 can be either hand or spring driven or: ·! auxiliary power to move to lock position. Random assignments may provide signals for proper locking of lever 37 during rail transport.

To prevent the road vehicle saddle switch from engaging in the frame, ···, pocket of the loading platform 9 with the locking pin 6, or to prevent jamming between the road vehicle saddle switch * and the frame pocket 16 V-shaped recess 35, FIG. according to the invention, the beam 39 is inserted into the opening of the frame pocket 16. This bar 39 is reversible! secured by at least one rectangular lever 4 via a hinge 41 at the top of the frame pocket 16 so that the frame pocket 16 is closed by the beam 39 when folded down and the front loading platform edge receives a near closed inlet edge for the road vehicle saddle switch. This retractable beam 39 is advantageous, in particular, when the loading platform 10 109671 9 is lifted by a road vehicle over the slanting coupling surfaces of the saddle clutch so that high surface drawings on the contact surfaces between the front inlet of the loading platform and the rear end of the saddle clutch. In order to maintain the retracted beam 39 in its retracted position when the road vehicle engages the loading platform 9 in spite of friction occurring, the beam 39 is secured in its lowered position by a locking bolt 43 engaging the locking loop 42. manually.

When traveling as a train unit, the beam 39 is turned upward to the position shown on the dotted lines and secured against falling down.

The coupling connector 1 has forward-facing V-shaped recess 20 on both sides of the pin-shaped locking pins 7 which protrude into the corresponding receptacles 8 on the loading platform. The locking pin 7 is inserted into the receptacle 8 with a bearing ring 11 having a spherical bearing 12.

The ring 11 with its rubber bearings 12 is held in place by the receiver 8 on the ring plate 13 against the axial displacement. The inner opening of the annular plate 13 is disposed at a distance 14 and the receiver 8 at a distance 15 from the locking pin 7 so that the locking pin 7 is guided freely in the axial direction and in the radial direction with limited flexibility.

t i

A pivotable support 24 is disposed between the rail drive assembly 29 and the coupling connector 1 to hold the coupling connector 1 irreversibly engaged during coupling of the loading platform 9, while a certain rotatability of the coupling connector remains guaranteed.

For this purpose, side shafts 25 are provided either on the support 24 or on the rail transfer mechanism 29, which thus only operate when the support 24 is upwards or continuous. The front pocket 16 of the loading platform 9 may be either. symmetrically at a distance 18 from the longitudinal median plane or asymmetrically at a distance 18 from one side and a distance 19 from the other side. The frame pocket 16 may further be provided with pockets 26 into which a corresponding extension of the switch connector 1 is provided The protrusion is carried out when the rail transfer mechanism 29 supports only the front end of the loading platform 9, since in this case a torque rigid connection between the loading platform 9 and the 'coupling connector 1 is required.

Between the front end of the loading platform and the upper surface of the coupling connector, lateral spring supports 27 109 are provided which, up to a defined inclination, allow the loading platform 9 to rotate relative to the coupling connector 1 after providing spring support.

Similarly, there are side spring supports 28 between the loading end of the loading platform and the coupling connector 1, the essential purpose of which is to compensate for various structural tolerances between the locking pin 7 and the receiving 8 of the loading platform 9.

According to the EG safety regulations, the required underride guard 31 can be folded forward with the rail conveyor 29 before the loading platform 9 is engaged.

Claims (21)

109671 12 A track-rail conveying system comprising locomotives, forklift trucks, pallet carriers and rail-shifting machines, each end of the platform being provided with a locking pin (4, 5) and a rail-shifting machine (29) having two coupling members arranged in succession in the driving direction. saddle coupling (3, 4) which are compatible with the locking pins, characterized in that the coupling coupling (1) is connected to a rail-transfer mechanism (29) by means of a ball joint allowing rotation and rotation. Transport system according to Claim 1, characterized in that the saddle switch (4) is disposed between the coupling connector (1) and the rail displacement machine (29) via a pivot joint (2). Transport system according to claim 1 or 2, characterized in that at least one locking pin (7) and at least one corresponding receiver (8) are placed on the loading platform at the coupling connector (1). ", * 4. A transport system according to claim 3, an hour; The locking ring (11) surrounding the pin (7) is positioned in the pin receiver (8). Transport system according to claim 4, characterized in that the ring (11) has a spherical receiving surface and / or is flexibly mounted on a bearing. | Transport system according to claim 4 or 5, characterized in that the ring (11) is held in the pocket of the receiver (8) by means of a ring plate (13). Transport system according to claim 6, characterized in that the pin (7) is spaced by the receiver (8) and the annular plate (13) at a distance (14, 15). Transport system according to one of Claims 1 to 7, characterized in that the front locking pin (6) is located before the front side of the carrier. Transport system according to one of Claims 1 to 8, characterized in that the front locking pin (6) is embedded in the frame pocket (16). Transport system according to claim 9, characterized in that the frame pocket (16) is disposed symmetrically (18) or asymmetrically (19) with respect to the longitudinal center plane of the transport platform (9). Transport system according to claim 9 or 10, characterized in that the width of the pocket (16) is smaller than the width of the clutch plate of the normal saddle switch. Transport according to one of claims 9 to 11. ·. system, characterized in that the pocket (16) has a V-shaped recess (35) which is open forward. «I ·. ···. Transport system according to one of Claims 9 to 12, characterized in that the extension of the pocket (16) has 1 (· shoulders (26) for locking the switch connector (1). Transport system * according to one of Claims 1 to 8, characterized in that the front locking pin (6) ·· 'is embedded in the frame pocket (16). * · I> M · 14 109671 Transport system according to Claim 14, characterized in that the locking pin (6) is mounted on a lever (37) which can be locked upwards in the frame pocket (16) and can be locked by a transversely movable pin (36) in an up and down position. Transport system according to Claim 15, characterized in that the weight of the lever (37) is balanced by a spring (38). A transport system according to claim 15 or 16, characterized by an auxiliary power controlled locking pin (36). Transport system according to one or more of Claims 9 to 17, characterized in that the opening of the pocket (16) can be closed by means of a pivotable beam (39). Transport system according to Claim 18, characterized in that the beam (39) is pivotally attached to the upper edge of the pocket (16) by means of a hinge (41) on at least one lever (40) located at right angles. »· * · Tl ·. Transport system according to claim 19, characterized in that the beam (39) has at least one locking lever * '(42) for the locking bolt (43). Transport system according to one of Claims 1 to 20, characterized in that the coupling connector (1) has a slanting surface (22, 23) I · · and / or one forward and one open V-shaped recess (20) at each of its front and rear ends. , 21). Transport system according to one of Claims 1 to 21, characterized in that both saddle switches (3, 15 109671 4) are implemented on the connector side with easily replaceable components. Transport system according to one of Claims 1 to 22, characterized in that the rail transfer mechanism (29) is provided with a pivotable or folding support (24) for the coupling connector (1). Transport system according to one of Claims 1 to 23, characterized in that the coupling connector (1) is disposed between the anti-rotation shoulder (25). Transport system according to one of Claims 1 to 24, characterized in that at least one support (27, 28) is disposed between the coupling connector (1) and the loading platform (9). Transport system according to Claim 25, characterized in that the supports (27, 28) are disposed at a distance from the longitudinal center plane of the loading platform (9) and are implemented as spring supports. * »». ·. Transport system according to one of Claims 1 to 26, characterized in that the locking pins (5, 6) are inserted -, · 1 ·. insert axial clearances into the saddle clutches (3, • ♦ 4). Drive system according to one of Claims 1 to 27, characterized in that the bracket (24) allows the coupling connector (1) to rest slightly on the ball joint (2) towards the bracket (24). Transport system according to one of Claims 1 to 28, characterized in that the structural lengths and the angles relative to each other are so defined that first when the rear part of the loading platform is connected to the rail transfer mechanism (29), the oblique coupling surface (22) is raised. over, thereafter, or simultaneously, the guides (20) are pushed to the center position of the coupling connector (1) and only now in continuous control (34) is centering between the locking pins (7) and the conical sleeves (8) by turning the coupling connector (1). r ·! > · | · I t | · 1 · · i a · t> I · 17 109671