SK283828B6 - Railway transport unit for the mixed transport of containers, swap bodies and semi-trailers - Google Patents

Abstract

The invention relates to the railway transport unit for the mixed transport of containers, swap bodies and semi-trailers with the possibility of adaptation of the loading lengths of the vehicles to the lengths of the transporters, and to the best utilisation of the lengths of railway wagons trains, connected by coupling rods. The outer longitudinal beams (11) of the central wagons (7) and the end wagons (7) have the insertable end parts (12), which are inserted mutually. To the end wagons there are the semi-coupling rods (13) with the sink heads (14) and the buffer boards (17) fixed.

Description

The invention relates to a rail transport unit for the mixed transport of containers, swap containers and semi-trailers in accordance with claim 1.

BACKGROUND OF THE INVENTION

There are known suggestions for solving this problem. In doing so, the fixed length of the bottom of the freight wagons was limited by the distance of the container container fitting of at least two pieces of 6,705-meter interchangeable containers when they are stacked one behind the other at the bottom of the wagon.

In addition, container locking pins for a 12.192-meter container were created as a base position symmetrically to the length of the freight wagon. If the freight wagon is to be sized according to the same principle for positioning eg. 2 x 7,315 m or 2 x 7,925 m interchangers, then the distance between the container locking pins of the 12,192 m container as the smallest base distance up to the end pins of the two interchangers is relatively large.

This has the disadvantage that the end portions of the outer longitudinal beams, compared to the 12.192 m container, occupy a relatively large additional loading length which remains unused.

By shifting the freight wagons to each other at the smallest distance possible for the underbody movements, greater distances between the transporters arise, resulting in high drag resistances at higher speeds. This results in increased traction costs and the objective of loading unloaded transporters at small distances up to a maximum of 800 mm and making best use of the freight wagon length and overall train length will not be fully achieved.

It is therefore an object of the present invention to provide a rail transport unit for the mixed transport of containers, swap containers and semi-trailers without the aforementioned disadvantages.

SUMMARY OF THE INVENTION

This task is solved by a rail transport unit for the mixed transport of containers, swap containers and semi-trailers according to the invention, with the loading length, the transporter and the semi-trailer to be transported, adaptable over long links coupled to the individual freight wagons on the front extensions the following, the length of the wagons determining the container locking pins:

- pins for one 12.192-meter container; and

- pins for two pieces of at least 6,705 meter containers, the wagon length being less than the total common length of the two interchangeable containers, ie. j. the length of the wagon is limited by the distance of the two outer pairs of container fittings of the two interchangeable containers and the resulting distance "a" is bridged between the individual freight wagons using long connectors of different lengths or those made adjustable. The essence of the invention is that in order to ensure the passage of the curves and the smallest distances between the conveyors or the conveyors. The ends of the outer longitudinal beam with end region "b" as the distance between the end locking pins of one 12,192-meter container and the end locking pins of two pieces of at least 6,705-meter interchangeable containers are designed to be retractable into the fixed end region of the outer longitudinal beam, i.e. j. the length of the solid underside of the wagon is determined by the distance of the corner fittings of the 12,192-meter container. The end stop pin located on this end member of the outer longitudinal member is designed only to absorb the reaction forces in the vertical direction and horizontally transversely to the longitudinal axis of the carriage and the end plates of the end members of the outer member members are pushed together which are designed to be similar to the bumper plates, together with the adjustment of the length of the long links. In the end freight wagons, the insertion of the end pieces of the outer longitudinal beams is carried out by means of the head coupling of the semiconductor via said bumper plates.

The end pieces of the outer longitudinal beams can be safely moved to a long position by the spring force of the spring element, which has the characteristic of a flat increase with finite forces corresponding only to about 1/5 - 1/10 of the side bumper forces.

In the end wagons there is between the semi-busbar and the head adapter, respectively. A safety distance "c" remains in the final retracted state of the end members of the outer longitudinal beams, by means of lateral buffers, positioned for force and movement alignment, preferably by means of a joint.

An essential advantage of the rail transport unit according to the invention is the improved adaptation of the wagons length due to possible additional shortening of the lengths when loading one 12,192 m container or 2 pieces of 6,096 m containers, in addition to the optimum loading capacity of 2 x 7,315 m and 2 x 7,925 m. It is also advantageous that the plug-in parts of the outer longitudinal beams do not require any special actuator.

The built-in springs push the parts permanently into a long position without any additional assistance and the insertion takes place under the action of the longitudinally adjustable couplings also without additional equipment, energy, handling and time costs. The return springs are sized with such a long stroke that there is no negative effect on the safety against derailment.

The invention represents a further step in reducing the costs of constructing and handling new wagons in the transhipment process and further improving the adaptability of the actual wagon lengths and the lengths of the wagons in order to be able to carry a maximum number of wagons on a 700 m long train.

BRIEF DESCRIPTION OF THE DRAWINGS

Examples of embodiments of the present invention are illustrated and explained in more detail by means of the figures in the accompanying drawings, in which the figures show:

Fig. 1 is a side view of a freight wagon coupled over a long distance;

Fig. 2 shows a side view of a freight wagon coupled over a short distance;

Fig. 3 is a side view of the end region of the outer longitudinal beam:

Fig. 4 shows a plan view of a freight wagon according to the invention; Fig. 5 is a plan view of an end portion of a wagon.

DETAILED DESCRIPTION OF THE INVENTION

In FIG. 1, 4 and 5, it is shown that a symmetrically constructed freight wagon 6 and 7 consists of a rigid base 10 of the wagon at which the length of the container fittings 3 is 12,192 m of the container 1.

At each end, an outer pair of container locking pins of the 7,315 or 7,925 m interchangeable containers 2 are disposed on the end pieces 12 of the outer longitudinal beams 11.

The distance between the following pair of 12,192 m lock pins is "b".

The freight wagons 6, 7 are coupled with long couplings 8 which are adjustable and have their articulation points 9 in the front extensions of the underside of the wagon.

As shown in FIG. 2, when transporting 12,192 m of containers 1 by pressing e.g. the end pieces 12 of the outer longitudinal beams are pushed so far into the pluggable connectors 8 that only the safety distance "c" remains to ensure free passage through the curves. This achieves the closest possible conveyor distances even when transporting one 12.192 m container per carriage or carriage. 2 x 6.096 m containers 1. If two wagons are brought into the long position via line 8, they will be as shown in FIG. 3, the end pieces 12 of the outer longitudinal beams are permanently positioned in the outer end position by the spring element 16, so that the readiness to load the 6.401 - 7.925 m large swap containers 2 is always guaranteed.

Fig. 5 shows an embodiment of an end car with its outer end. Here, a semiconductor 13 with a head adapter 14 is arranged in a known manner.

The insertion of the end pieces 12 of the outer longitudinal beams according to the invention is carried out by means of the defined buffer plates 17 on the head adapter 14 when pressed into a short position.

In order to ensure driving safety with regard to derailment safety for longitudinal tensile forces in S-curves, the use of force and movement alignment is foreseen for particularly light wagons, e.g. In this case, a safety distance "c" is provided at the final retracted state of the end pieces 12 of the outer longitudinal beams.

The end pieces 12 have end plates 15 similar to the bumper plates.

Due to the large manufacturing tolerances at the distances between the container corner fittings 3 and the container locking pins 4, in practice, only one, at most two pins 4 must be assumed under longitudinal forces.

The invention is based on the principle that the longitudinal forces for loading two containers only assume the central locking bolts located on the fixed part of the wagon. The end pairs of pins are arranged horizontally longitudinally displaceable and do not assume any forces in this direction. This provides a cost-effective solution for the construction and handling of new wagons in the transhipment process.

Claims (3)

PATENT CLAIMS 1. Railway transport unit for the mixed transport of containers, swap containers and semi-trailers, with a length of load adapted to the containers and semi-trailer to be carried, through long links coupled by individual freight wagons, having the following length on the front superstructures of their undercarriages wagons identifying container locking pins: pins for one 12,192-meter container and pins for two pieces of at least 6,705-meter containers, the wagon length being less than the total common length of the two interchangeable containers; j. the length of the wagon is limited by the distance of the two outer pairs of container fittings of the two interchangers, and the thus formed distance "a" between the freight wagons is bridged using long connectors of different length or which are designed to be adjustable. and the smallest distances between transporters, respectively. The ends (12) of the outer longitudinal beam with end region "b" as the distance between the end stop pins (5) of one 12,192 m container (1) and the end stop pins of two pieces of at least 6,705 m interchangeable containers retractable into the fixed end region of the outer longitudinal beam, i. j. the length of the rigid base of the wagon (10) is determined by the distance of the corner fittings (3) of the 12,192 m container (1), the end locking pin (5) provided on this end piece (12) of the outer longitudinal beam being designed only to absorb the reaction forces vertically and horizontally transversely to the longitudinal axis of the wagon and the end members (12) of the outer longitudinal beams are pushed together by the end plates (15) of the end members (12) of the outer longitudinal beams which are similar to the bumper plates together with the length adjustment and that in the end freight wagons, the end members (12) of the outer longitudinal beams are inserted by means of the head attachment (14) of the semi-coupling (13) through the defined buffer plates (17). The railway transport unit according to claim 1, characterized in that the end members (12) of the outer longitudinal beams are securely displaceable to a long position by means of the biasing force of the spring element (16) having a flat rise characteristic with finite forces corresponding only to approximately 1/5 - 1/10 side bumper forces. A railway transport unit according to claims 1 and 2, characterized in that, in the end wagons (7), between the semi-busbar (13) and the head extension (14), respectively. a force and movement alignment device, preferably over the articulation (18), is provided by side bumpers (19) and that a safety distance "c" remains in the final retracted state of the outer longitudinal members (12).