SK283804B6 - Railway transport unit for the mixed transport of containers and swap bodies - Google Patents

Abstract

Railway transport unit for containers and swap bodies. The unit consists of two length-adjustable double-axle wagons. Each wagon 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 wagon 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 wagons (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

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 loading lengths of wagons should keep the distances between transporters as small as possible on the freight wagon and on the train to avoid aerodynamic adverse transitions and thus 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 a sliding longitudinal beam or of a load-lift platform reduces the useful loading length due to movement spaces which must be kept clear by twice the sliding distance of the damping device, then using the proposed 'double coupling' only twice the sliding distance. This yields a loading length, the previous reduction of which had to be attributed to the introduction of impact spring paths.

The 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 areas of the loading platform lengths will remain unused due to the emerging gaps between the transporters, with the known disadvantages of increased aerodynamic drag and relatively high dead weight on vehicles.

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

Furthermore, it has become known in the art that the freight wagon preferably consists of a three-part retractable central longitudinal girder, on whose end parts fixed parts of the wagon bottom are arranged with single-axle travels. The central part of the retractable central longitudinal beam has a bearing frame with container locking pins, so that overall the length can be changed by retracting the central longitudinal beam by its own actuator or by means of a shifting locomotive which compresses or expands them relative to the braked last vehicle. 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 length settings. The self-supporting overhangs (overhangs) of the 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 optimally used in comparison with long adjustments. All of this leads to high car weights.

Adjustability of the underside of the wagon between the trolleys ensures the greatest possible adjustment distance, but entails a high cost, since the main part of the load-bearing structure of the wagon, such as e.g. the central longitudinal beam in the central area where the greatest bending load is applied shall be retracted.

Another disadvantage is that the loading platform must be adjusted immediately in its length between the rollers, with the result that the loading length must be adjusted immediately during the folding process between unloading the incoming container and loading a new container.

Since both of these activities usually follow each other on the whole train, they must, for example, 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 with rapid conveyor transhipment equipment, causes the conveyors to be unloaded and unloaded immediately after moving at a speed of about 0.5 m / s, causing particular problems.

It is also disadvantageous that, during the reloading process, the entire train sections must move in the direction of travel by changing the length on one wagon, which causes safety problems and does not permit 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 aforementioned disadvantages.

SUMMARY OF THE INVENTION

SUMMARY OF THE INVENTION The present invention provides a rail transport unit for the mixed transport of internationally standardized large-capacity containers and swap containers with single link-connected two-axle wagons with a loading length adaptable to the transported container capable of accommodating two pieces of interchangeable group 22 together with the heads (13) of the freight wagon being offset relative to the ends of the outer longitudinal beams (9) by a dimension such as the distance between the outer locking pins (4) of at least two interchangeable group 22 conveyors with corner fittings 6,096 m and symmetrically a 12,19 m corner fitting, and that the head part also assumes the function of a transverse support beam, both free ends of the outer longitudinal In this case, they are immediately bounded by the fastening parts of the container locking pins of said interchangeable containers.

Furthermore, according to the present invention, the thus formed distance "a" between individual freight wagons and still further distance dimensions, according to other possible combinations of other interchangeable containers and containers, is bridged by long length adjustable links or interchangeable long links using

SK 283804 Β6 a team of different lengths depending on the frequently occurring or at the moment of transhipment of the actual occurrence of the conveyors, and that the articulation points of the coupling lie each time in the region of the single-axle travel of the wagon bottom; The wagon from the front edge of the wagon bottom shall be at least equal to or greater than twice the size established hitherto for an internationally standardized automatic center ram and coupler for distance to the point of rotation of its coupling bar.

Length, resp. the length adjustment of the link, according to the present invention, is realized, on the one hand, by taking the large overhangs "c" of the two opposite interchangeable transporters plus the safety distance "d" for the behavior of the transporters at the smallest dimension of the connectors, the safety distance "d" is still available between the adjacent undersides of the wagons and between the conveyors.

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

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 the retractability in the area between the mobile and the associated simplifications, the costs and dead load of freight wagons are also reduced.

Since wheel contact points are used for measuring purposes in fully automatic gripping of containers by lifting means, it is also advantageous that these reference points remain fixed due to the constant distance between the 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 couplings 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.

By using automatically, through the train-running electrical system of the control branch of the controlled, longitudinally adjustable long links, and when operating whole trains in combined freight transport, the following optimum length distribution is advantageously possible:

(a) at the beginning, empty units, respectively. the whole train, by locomotive stretch to a long position (all adjustable links are completely hatched). Then the last car brakes;

(b) then the train can be loaded at will with all types of internationally standardized large capacity containers;

(c) before the train departs, the track-side locomotive shall depress the train after the last wagon has been braked to optimize its length, with each individual wagon obtaining its optimum length;

(d) when the whole train arrives at the destination terminal or rapid transhipment facility, this line locomotive or shunting locomotive shall again be extended to a long position where unloading and unloading may take place.

In this way, the following can be achieved:

- no length adjustment during the immediate transhipment process,

- the constant availability of the shunting locomotive, respectively. 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 weights of 16001 are available to ensure safe driving at the smallest empty weights of the freight wagons and which 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. 3 is a top view of the center wagon; FIG. 4 shows a side view of an end wagon with a loading scheme, FIG. 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 freight wagon 5 consists of a fixed, longitudinally non-adjustable bottom 8 of the freight wagon. The length adjustment is carried out by means of different long or adjustable long connectors 6.

The length 15 of the wagon is limited by the distance of container corner fittings 3 of two consecutive interchangeable containers 2.1 of group 22, which according to internationally standardized large-capacity containers and interchangeable containers have a corner fitting distance of at least 6.7 m (22 feet). For this purpose, pairs of container locking pins 4 of container 1.3 are arranged longitudinally symmetrically for this purpose with a corner fitting distance of 12.19 m (40 feet).

The head portion 13 of the freight wagon 5 is offset back by a distance e, as the distance of the last pairs of container locking pins at the end of the bottom 8 of the freight wagon, and at the same time assumes the function of the transverse beam 14.

Thereby the interchangers 2.1 extend by their self-supporting end (end) parts 15 of the wagon by a distance c, and the thus 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 wagon 5 thus obtained. use such long links 6 that the distance between their point of articulation 7 in the extension 10 of the wagon bottom and the end of the wagon is at least twice the size of the internationally standardized automatic middle ram and coupler prescribed from the point of articulation corresponding distances b.

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 occur, as shown in FIG. 3 at the right end of the freight wagon. In addition, the rigidity of the bottom 8 of the freight wagon is increased by providing at least one longitudinal beam and transverse beams also in the middle portion 11 of the bottom of the wagon, 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 may be replaced with others of a different length or made lengthwise with the arrangement of the openings in the connectors 6 or in the bottom 8 of the pin-wagon, or as retractable bars 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 lengths, the arresting device and the adjusting drive by means of an electric control system running through the train.

Fig. 1, 2 and 4 show a preferred arrangement of container locking pins 4 on the bottom 8 of freight wagons using the idea of the present invention. In the fixed cargo end wagon 16, according to FIG. 5, it is advantageous to combine one interchangeable container 2.1 of at least group 22 having a corner fitting distance of 6.096 m with one 6.096m container 1.1, since in this way favorable loading lengths are achieved despite the absence of an adjustable connector 6 at the end of the train.

Starting from the foregoing, it is envisaged to arrange the container locking pins 4 for two positions of the 12,19m container 1.3, one position being displaced symmetrically to the one-axle travels 12 and the other position displaced to the end of the underside of the wagon in the direction of the center of the transport unit. In this way, it is also possible to exchange the transporter 2.5 of the group 45 on the end carriage with a fixed end part of the underside of the carriage with a reduced distance between the conveyors and good use of the axle load. The above-mentioned container locking pins 4 according to FIG. 4 serve in the direction of the center of the transport unit at the same time to accommodate the 9.14m container 1.2, up to the exchange container 2.6 of the group 86. The container locking pins 4 arranged at the opposite end of the 9.14m container 1.2 simultaneously serve to symmetrically load 6.096m container 1.1. as well as the group 22 interchangeable container 2.1, the group 23 interchangeable container 2.2, the group 24 interchangeable container 2.3 and the group 26 interchangeable container 2.4. A preferred solution has therefore been proposed which utilizes only a small number of container locking pins 4.

Fig. 5 shows the end of the end freight wagon

16th

In order to achieve an optimum length adjustment here, the semi-couplers 17 are used, which are arranged between the head part 13 and the cross-members 14 of the carriage. At the end, a head extension 18 with side buffers 19 and a draw mechanism 20 is provided.

In order to reduce the transverse forces between the flange and the rail and to ensure safety against derailment due to forces along the train, it is envisaged to apply force and movement balancing between the headpiece 18 and the half-bar 17 by means of a joint 21.

According to FIG. 6, the end wagon 16 is completed with a drawbar mechanism 20, which advantageously allows the force to be transmitted to the bottom 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 freight wagons can be constructed with both the outer longitudinal beams and the middle longitudinal beams.

The invention finds application in railway transport vehicles.

Claims (10)

PATENT CLAIMS 1. Rail transport unit for the mixed carriage of internationally standardized large-capacity containers and swap bodies with single link-coupled two-axle wagons with a loading length adaptable to the transported carriage, capable of accommodating two interchangeable group 22 freight wagons with wagon length less than total characterized in that the head parts (13) of the freight wagon (5) are offset back relative to the ends of the outer longitudinal beams (9) by a dimension such as the distance between the outer locking pins (4) of at least two interchangeable containers (2.1) 6,096 m and those of a symmetrically mounted container (1.3) with a 12,19 m corner fitting spacing, and that the head portion (13) simultaneously assumes the function of a traverse beam (14) with both free ends of the outer of the longitudinal beam (9) are immediately bounded by the fastening portions of the container locking pins (4) of said interchangers, and the resulting distance (a) between the freight wagons (5) and further distance dimensions, according to other possible combinations of other interchangers (2). ) and containers (I), is bridged by long length adjustable links (6) or interchangeable long links (6) using different lengths depending on the frequency occurring or at the moment of transhipment of the actual occurrence of the transporters and that points (7) articulated the joints of the link (6) are each located in the region of the single-axle travel of the bottom (8) of the freight wagon, but the distance (b) of the link articulation point (7) to the extension parts (10) of the wagon bottom from the front edge of the freight wagon (8) is at least equal to or greater than twice the size determined by d whereas, for internationally standardized automatic middle ram and coupler devices for the distance up to the point of rotation of its coupling rod, the length or length adjustment of the connector (6) shall be realized in such a way that the largest length dimension (c) The safety distance (d) plus the safety distance (d) for the behavior of the wagons and the bottom (8) of the freight wagons while moving, and on the other hand at the smallest dimension of the links (6) (d). 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 semiconductor (17) with a head extension (18) equipped with side buffers (19) and a draw mechanism. (20), which is positioned and supported between the head portion (13) and the cross members (14) of the carriage. The railway transport unit according to claim 2, characterized in that the end freight wagons (16) are between the semi-busbar (17) and the head extension (18) and / or the front extension (18). side bumpers (19), balanced by force and movement. A railway transport unit according to claim 2 or 3, characterized in that the plane of introduction of tractive force at the bottom (8) of the freight wagon is to achieve the smallest contact surfaces of the transporters and the largest usable loading lengths at the smallest distances between the two end freight wagons (16). , with respect to the pull mechanism itself (20), moved downward through the lever articulation mechanism (22). A railway transport unit according to claim 1, 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 loading at least one jointly. A 6,7-meter swap container (2) and one 6,096-meter container (1), and additionally contain container locking pins for two positions of the 12,19-meter and 9,14-meter containers (1), one position being moved symmetrically to the one-axle travels (12) and the other to the end of the underside of the wagon in the direction of the center of the railway transport unit. Rail transport unit according to one of Claims 1 to 5, characterized in that it comprises long fixed links (6) which are adaptable in length and length to common and frequently occurring types of interchangers (2), for predominantly continuous use between individual freight wagons (5). ) the entire transport unit 'or wagon groups within that unit. A railway transport unit according to any one of claims 1 to 6, characterized in that the long connectors (6) have at their ends a plurality of length adjustment holes in which the locking pins are inserted or are formed in the bottom (8). freight wagon. Rail transport unit according to one of Claims 1 to 5, characterized in that the long connectors (6) are designed as two or more insertable tubes with a locking device (23) for adjusting the length. A railway transport unit according to claims 1 to 8, characterized in that the longitudinally adjustable long couplings (6) can be adjusted either by pushing or pulling the locomotive against the braked end carriage or by its own adjusting actuator, the length adjustment and the length locking being controlled. , depending on the containers (1) and interchangeable containers (2) to be transported, by means of a running electrical system of the control branch. Railway transport unit according to one of Claims 1 to 9, characterized in that a point (7) of the articulation of the coupling (6) or the semi-coupling (17) is located between the two transverse beams (14) and to increase the torsional stiffness. one or more longitudinal beams as well as transverse beams of the bottom (8) of the freight wagon, such as box beams.