SK18696A3 - Railway transporting unit for combined transportation of containers and exchangeable containers - Google Patents

Abstract

The unit consists of two length-adjustable double-axle waggons. Each waggon has front bogie sections, and container locking bolts (4), e.g. for a 40' container (1) and two at least (22') swap bodies (2). The waggon length (15) is smaller than the overall length of the two swap bodies, and is determined by the distance between the two outer corner fittings (3) of the bodies. The distance thus created between two individual waggons (5), and further distances created by the combination of other containers and bodies, is bridged by long coupling rods (6). These are length-adjustable, or rods of different length may be used.

Description

Rail transport unit for mixed transport of containers and swap containers

Technical field

The invention relates to a rail transport unit for the mixed transport of containers and swap containers according to claim 1.

BACKGROUND OF THE INVENTION

Solutions are known which pursue the objective of making better use of the usable loading length of a railway transport unit and thereby optimally utilizing permitted train lengths and authorized train weights.

In addition, wagons with adjustable wagon loading lengths should keep the distances between transporters as small as possible on the freight wagon and on the train, in order to avoid aerodynamic adverse transitions and thereby additional traction power consumption.

Thus, according to DE 4238315, a solution has been proposed in which the train units consist of two-axle and / or bogie wagons for the transport of large-capacity containers with shock absorption using sliding longitudinal beams at the bottom of the freight wagon, respectively. sliding loading platforms on the wagon.

In addition to the known short coupling of the individual vehicles, sliding loading platforms, respectively. wagon bodies mounted on sliding longitudinal members by means of connectors or buffers.

If, in an individual wagon, the impact path of the sliding longitudinal beam or of the load platform reduces the useful loading length due to movement spaces which must be kept clear by twice the sliding path of the damping device, then using the proposed double coupling twice the travel distance. This gives a loading t, the previous reduction of which has to be attributed to the introduction of impact spring paths.

-2The disadvantage of this proposal lies mainly in the fact that only the additional impact paths of the medium wagons are avoided. Own loading length of train or individual wagon, resp. loading platforms cannot be adapted to the lengths of the conveyors.

This means, inter alia, that in the various large-capacity containers, the larger lengths of the loading platforms will remain unused due to the emerging gaps between the transporters, with the known disadvantages of increased aerodynamic drag and relatively high vehicle dead load

A direct influence on the lengths of the loading platforms or the coupling area is not expected.

Furthermore, it has become known in which the freight wagon preferably comprises f

from a three-part retractable central longitudinal beam on whose end parts fixed parts of the underside of the wagon with single-axle travels are arranged.

from

The central part of the retractable central longitudinal beam has a bearing frame with r container locking pins, so that overall length is allowed by retracting the central longitudinal beam by its own actuator or by means of a shunter which presses or expands the vehicles relative to the last car. The individual freight wagons are connected by connectors.

This solution has the disadvantage that the insertion bottom of the wagon is always as long as the longest conveyors to be transported in the respective f length settings. Self-supporting overhangs (overlapping parts) of swap carriers are not used to shorten the underside of the wagon. In addition, in short adjustments, due to the necessary long overlaps of the retractable central longitudinal beam, the material is not used optimally compared to long adjustments. All of this leads to high car weights.

Adjustment of the bottom of the wagon between the rollers, while providing the greatest possible travel distance, however, entails high costs, since the main part of the load-bearing structure of the wagon, e.g. the central longitudinal beam in the central area where the greatest bending load is applied shall be retracted.

A further disadvantage is that the loading platform must be adjusted immediately in its length between the travels, with the result that the loading length adjustment must take place immediately during the folding process between the unloading of the incoming container and the loading of the new container.

-3- Since both of these activities usually follow each other as a whole, they must be shunting locomotive or self-powered energy available throughout the translation process, resulting in high costs. The length adjustment process also requires a corresponding amount of time, which in particular causes rapid loading and unloading of the conveyors, when the conveyors have to be loaded and unloaded immediately in succession when moving at a speed of about 0.5 m / s.

It is also disadvantageous that during the reloading process, the entire train sections must move in the direction of travel by adjusting the length on one wagon, causing safety problems and not permitting simultaneous work in several places of the 700 m long train.

Also, separating the train unloading process from the loading process is not economical.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a rail transport unit for the mixed transport of containers and swap containers without the disadvantages mentioned above.

SUMMARY OF THE INVENTION

This task is solved by a rail transport unit for the mixed transport of containers and swap containers according to the invention, with links connected by two-axle individual wagons, adjustable to the length of the carriers to be transported. The essence of the invention consists in that the wagons on their front (or end) parts of the bottom comprise container locking pins defining a fixed wagon length, namely

- for one 12,19-meter container, and

- for two pieces of at least 6,7 meter swap containers according to UIC 592-2, resp. UIC 592-4, ff where the wagon length is less than the total length of the two interchangeable containers together, i.e. the length of the wagon is limited by the distance of the two outer container corner fittings of the two interchangers. distances, according to other possible combinations of other interchangeable containers and containers, will be bridged by the arrangement of long connectors, which are made using

-4different lengths as interchangeable or adjustable in length depending on frequently occurring or at the moment of transhipment of the actual occurrence of transporters. The distance between the point of articulation of the coupling to the wagon body extension from the front edge of the wagon body shall be at least equal to or greater than twice the size established hitherto for internationally designed automatic middle ram and couplers for distance to the point of rotation of its coupling bar a longitudinal compressive force of 200 kN according to UIC Guideline 530-2 to ensure derailment safety in the trainset under the forces along the train f at vehicle weights of 91 and less. It is advantageous if the point of articulation of the coupling lies in the region of the one-axle travel.

f f

Length resp. the length adjustment of the link is realized on the one hand, taking into account the large overhangs of the two opposite interchangeable containers plus the safety distance for the behavior of the carriages and the undersides of the wagons while moving, while on the other the distance between adjacent carriages and between the carriers.

The end wagon at the end facing away from the railway transport unit comprises a semi-trailer with a head attachment equipped with side buffers and a draw mechanism which is located and supported between the head and the cross members of the carriage. The end wagons are between the semi-trailer and head attachment respectively. side bumpers, balanced by force and movement, preferably by means of a joint.

In order to achieve the smallest contact surface of the conveyors and the largest usable loading length at the smallest distances between the two end freight wagons, the plane of introduction of the tractive force on the underside of the wagon is offset downwards, preferably via the lever mechanism.

Wagons designed without a semi-coupling and head attachment but with a rigid head end with a drawbar and impact mechanism shall have a length dimension for loading at least one 6,7-meter swap container and one 6,096-meter container, and additionally contain container locking pins for two positions of a 12,19-meter and 9,14-meter container, one position being displaced symmetrically to the one-axle bogies and the other to the bottom of the wagon in the direction of the center of the railway transport unit.

The railway transport unit according to the invention comprises, by its length adapted to the common and frequently occurring types of conveyors, long fixed links for the predominantly still used between the individual freight wagons of the entire transport unit or of the wagon groups within this unit. Due to their longitudinal displaceability, the long connectors have a plurality of holes at their ends into which the locking pins are inserted, or such holes are formed in the underside of the wagon. The long connectors are designed as two- or multi-part retractable pipes with a length adjustment locking device.

Longitudinally adjustable long couplings are adjusted either by pushing or pulling the locomotive against the braked end carriage or by its own actuator, the length adjustment and the length locking being controlled according to the containers and swap containers to be transported, preferably by means of a "Zug- Bus' system.

The head is offset relative to the ends of the outer longitudinal beams by the dimension e, as the distance between the outer locking pins and the locking pins of the 12,19-meter container, and at the same time assumes the function of the transverse travel beam. and to increase the torsional stiffness, one or more longitudinal beams as well as transverse beams of the underside of the car are formed as box beams.

In particular, the advantages of the solution according to the invention reside in the fact that the wagons of the wagons can be made rigid and, moreover, are shorter than the total length of the conveyors to be transported thereon, i.e.. self-supporting overhangs of swap carriers are used.

F

The transmission of the longitudinal forces through the very long coupling regions in this case is effected by means of a relatively light long link. This leads to significant weight and cost savings.

By eliminating retractability in the area between travels as well as the associated simplifications, the cost and dead load of freight wagons will also be reduced.

Since the wheel touch points are used for measuring purposes in the fully automatic gripping of containers by lifting means, it is also advantageous,

-6When these datums remain fixed due to the constant distance between axles.

The derailment safety problems that arise due to the weight reduction of the longitudinal forces acting in the train set are also solved by using long joints and an articulated joint at the bottom of the wagons. Inevitably moving the train over the S-curves, this creates less transverse forces on the flange and prevents premature lifting of the wheels.

In particular, moving the length adjustment of the freight wagons from the central region to the coupling region allows for more convenient handling during the unloading process.

Using the so-called. The "Zug-Bus" system for automatically controlled, length-adjustable long links and for the operation of whole trains in combined freight transport is advantageously possible for the following optimum length distribution:

(a) at the beginning, empty units, respectively. the whole train, extended by a locomotive to a long position (all adjustable connectors are fully extended). Then the last car brakes;

(b) then the loading of the train can be carried out at random with all types of containers according to UIC 592-2 and 4;

(c) before the train departs, the track-side locomotive shall depress train t after the last wagon has been braked

for optimum length adjustment, wherein each individual freight wagon obtains its optimum length;

(d) when an entire train arrives at the destination terminal or rapid transhipment facility, it shall be stretched again to a long position by the locomotive or shunting locator, whereupon unloading and loading may take place.

In this way, the following can be achieved:

- no length adjustment during the immediate transhipment process,

- the constant availability of the shunter or energy source,

- the additional time required to adjust the lengths is eliminated, so that trains can pass through the rapid transhipment facilities without any problems,

- during the transhipment process, no shifting movements resulting from the length adjustment.

By means of the device according to the invention, embodiments of a railway transport unit can be optimally utilized, for example by adapting the loading length to the conveyors which are stored without gaps. at Deutsche Bundesbahn AG, train lengths of 700 m and train weights of 1600 t are available to ensure safe driving at the smallest empty weights of the freight wagons and to allow for cost-effective construction of new wagons and cost-effective rapid handling of vehicles in the transhipment process.

BRIEF DESCRIPTION OF THE DRAWINGS

DETAILED DESCRIPTION OF THE INVENTION [0015] FIG. 1 shows a side view of a central freight wagon with a loading scheme, FIG. 2 shows a side view of the two ends of the wagons in a short position, FIG. Fig. 3 shows a top view of the center wagon; Fig. 4 shows a side view of an end wagon with a loading scheme; 5 is a top view of the end of the wagon; FIG. 6 shows a cross-section of the built-in draw mechanism.

DETAILED DESCRIPTION OF THE INVENTION

As shown in Figures 1, 2 and 3, the actual wagon 5 consists of a rigid, non-removable bottom 8 of the wagon. The length adjustment is carried out by means of different long or adjustable long connectors 6.

F

The length 15 of the wagon is limited by the distance of the corner fittings 3 of the containers of two interchangeable transporters 2 having a length of at least r

6.7 m (22 feet). The pairs of the container locking pins 4 of the 12.19-meter (40-foot) container 1 are arranged longitudinally symmetrically thereto.

As a result, the swiveling transporters 2 extend by their self-supporting end (end) parts 15 of the wagon by a section c and thus the increased space between the freight wagons 5 is bridged by the placement of long links 6. To improve the derailment behavior of the relatively light freight wagons 5 thus obtained, that the distance of their point of articulation 7 in the terminal

The wagon parts 10 from the wagon end are at least twice the size of the internationally designed automatic middle pusher and coupling device the prescribed distance from the articulation point of the coupling bar to the end of the wagon, corresponding to the distance c.

However, the articulation point 7 of the connector 6 will preferably be located in the region of the wheelset, since at that time the smallest transverse forces are generated, as shown in FIG. 3 at the right end of the freight wagon. In addition, the stiffness of the bottom 8 of the wagon is increased by providing at least one longitudinal beam and cross beams, as in twisting the rigid hollow profiles. This achieves overall low transverse forces on the wheelsets and prevents the wheels from being lifted when moving trains over S-curves.

According to the present invention, it is envisaged that either the connectors 6 will be replaced with others of a different rf length, or they may be made length-adjustable with pinhole slots in the rods 6 or at the bottom 8 of the wagon, or as retractable rods 6 having locking devices 23 for adjusting the length of FIG. 3. The movement may in this case be effected by means of a shunting locomotive, self-propulsion of a separate transport unit or self-propulsion for changing the length. It is advantageous to control the r lengths, the locking device and the adjusting drive by means of the "Zug-Bus" system.

Figures 1, 2 and 4 show a preferred arrangement of the container locking pins 4 on the bottom 8 of the wagons using the idea of the present invention. In the fixed wagon end carriage 5, according to FIG. 5, it is advantageous to combine one at least 6.7 m interchangeable container with one 6.096 m container, as this results in favorable loading lengths despite the absence of an adjustable connector 6 at the end of the train.

Fig. 5 shows the end of the wagon.

In order to achieve an optimum length adjustment here, semiconductors are used, which are located between the head 13 and the cross members 14 of the carriage. At the end, a headpiece 18 with side buffers 19 and a draw mechanism 20 is provided.

To reduce the transverse forces between the flange and the rail and to ensure safety against derailment due to forces along the train,

-9 between the headpiece 18 and the half-coupling 17, the force and movement balance r by means of the joint 21.

Referring to FIG. 6, the end wagon 5 is completed by a drawbar mechanism 20 which advantageously allows the force to be transmitted to the underside 8 of the wagon in a lower plane by means of a lever articulated mechanism 22, thereby achieving long loading lengths and preferably a low loading surface.

Fig. 3 and 5 represent a preferred embodiment of the bottom 8 of the freight wagons.

The design of the bottom 8 of the wagons can be constructed with both the outer longitudinal beams and the SO longitudinal beams.

The invention finds application in railway transport vehicles.

Claims (10)

PATENT CLAIMS 1. A railway transport unit for the mixed transport of containers and interchangeable containers with links connected by two-axle individual wagons, adjustable to the loading length of the containers to be carried, characterized in that these on the front parts (10) of the undersides of the wagons f comprise container locking pins (4) defining a fixed length (15) of the wagon, namely - for one 12,19-meter container (1) a - for two at least 6,7-meter interchangeable containers (2) according to UIC 592-2 resp. UIC 592-4, wherein the wagon length (15) is less than the total length of the two interchangeable containers (2) together, i. the length (15) of the wagon is limited by the distance of the two outer container corner fittings (3) of the two interchangeable containers (2), and the resulting distance (a) between the freight wagons (5) and other dimensions (a ') Combination of other interchangeable containers (2) and containers (1) is bridged by long connectors (6), rr made using different lengths as interchangeable or adjustable in length depending on the frequently occurring or at the moment of transhipment of the actual occurrence of the containers, (b) the articulation point (7) of the coupling to the wagon body extension parts (10) from the front edge of the wagon body bottom (8) shall be at least equal to or greater than twice the size established to date for internationally designed automatic middle ram and couplers his coupling rod, to hold not a minimum longitudinal compressive force of 200 kN according to UIC Guideline 530-2 for r to ensure safety against derailment in the trainset under forces along the train ŕ at vehicle masses of 91 and less, but preferably has a point (7) of the articulation r lie in the region of the one-axle travel (12), the length or length of the traveled part being 12. the length adjustment of the connector (6) is realized, on the one hand, by taking the large overhangs of the two opposite interchangeable containers (2) plus the safety distance (d) for the behavior of the containers and the undersides (8) of the wagons when moving; and on the other hand, at the smallest dimension of the links (6), a safety distance (d) is still available between adjacent carriages and between the conveyors. A railway transport unit according to claim 1, characterized in that the end freight wagon (16) at the end facing away from the railway transport unit comprises a semi-coupling (17) with a head extension (18) equipped with side buffers (19) and a draw mechanism. (20), which is positioned and supported between the head (13) and the cross members (14) of the carriage. A railway transport unit according to claim 1 and 2, characterized in that the end wagons (16) are between the semi-busbar (17) and the head extension (18) and / or the head extension (18). side bumpers (19), balanced by force and movement, preferably over the joint (21). A railway transport unit according to claims 1 to 3, characterized in that, in order to achieve the smallest contact surfaces of the transporters and the largest available loading lengths at the smallest distances between the two end freight wagons (16), the plane of introduction of tractive force on the wagon bottom (8) is the pull mechanism itself (20), offset downward, preferably via the lever mechanism (22). in A railway transport unit according to claims 1 to 4, characterized in that the end freight wagons, which are made without a semiconductor (17) and head attachment (18) but with a rigid head part with a drawbar and impact mechanism, have a length dimension for common loading. at least one 6.7-meter interchangeable container (2) and one 6.096-meter container (1), and additionally comprise container locking pins for two positions of the 12.19-meter and 9.14-meter container (1), one position it is displaced symmetrically to the one-axle bogies (12) and the other to the end of the underside of the wagon in the direction of the center of the railway transport unit. A railway transport unit according to claims 1 to 5, characterized in that it comprises long fixed links (6) adapted for its continuous use between the individual freight wagons (5) of the entire transport unit according to its length and by the common and frequently occurring types of conveyors (1, 2). or wagon groups within this unit. A railway transport unit according to claims 1 to 6, characterized in that the long connectors (6) have, at their ends, a plurality of openings at their ends into which the locking pins are inserted, or such openings are formed in the underside (8) of the wagon. in A railway transport unit according to claims 1 to 5, characterized in that the long connectors (6) are designed as two- or more-piece retractable pipes with a locking device (23) for adjusting the length. in A railway transport unit according to claims 1 to 8, characterized by t characterized in that the longitudinally adjustable long links (6) are adjusted either by pushing or pulling the locomotive against the braked end carriage or by its own adjusting actuator, the dimension of the length adjustment and the length arresting being controlled depending on the containers (1) and interchangers ( 2) to be transported, preferably via the Zug-Bus system. in Railway transport unit according to claims 1 to 9, characterized in that the head (13) is offset back relative to the ends of the outer longitudinal beams (9) by a dimension (e) as a distance between the outer locking pins (4) and the locking pins 12, Of the 19-meter container (1), and that the head (13) at the same time assumes the function of the traverse beam (14), with a pivot point (7) between the two traverse beams (14) and the elevation. torsional stiffnesses are provided as one or more longitudinal beams as well as transverse beams of the underside (8) of the wagon, as box beams.