EP0023372A1 - Procedure for loading and unloading of semi-trailers on and off low loading rail cars and low loading rail car therefor - Google Patents

Abstract

A flatbed wagon for transporting a semi-trailer loaded with 20 to 25 tonnes of goods by rail after uncoupling from its semi-trailer, which wagon is provided with a rotating loading floor (24) which carries the semi-trailer, and when the train has arrived at its destination , for example Is swung out 60 ° so that a semi-trailer waiting at the destination can couple with the trailer carried by the train and drive the trailer off the wagon. A moment later, a semi-trailer with a semi-trailer waiting on that side of the railroad will drive its semi-trailer onto the rotating floor (24), which is still in the same swung-out position, and then uncouple, so that the semi-trailer remains alone on the rotating floor, which then is pivoted back inside.

Description

The invention relates to a flatbed wagon with a recessed chassis frame between the front and rear wheels, on which a loading floor is supported for carrying and transporting a trailer, etc.

The invention is concerned with a problem of transport technology and its purpose is to enable the transport of goods, which is currently being carried out by energy-consuming trucks, to be effected instead with the help of special wagons and special platforms, and thus to be switched from road to rail with the same possibilities for shippers and Recipient as for road transport.

In the years between 1900 and 1950, the goods were mostly transported by rail, but more recently by road, which is very energy-intensive.

From 1950, freight transportation (from 20 to 25 tons per load) was gradually shifted to trucks, and railroad companies across Europe, the United States, Canada and Japan lost more and more traffic. It even got to the point that different freight stations had to close and railway connections were gradually no longer needed by different factories.

Transport by truck was and is because of the _U NAB dependence of rails much easier, which is supplied from door to door and that there was therefore cheaper and more expedient.

Nevertheless, the transportation of goods by road also has disadvantages. Repatriation loads are often missing and mostly form the greatest handicap for entrepreneurs. Weekends also present difficulties for drivers, which is why 40% of the trucks drive home empty or to the stopping place.

The ban on driving in Germany on Sundays and public holidays and all summer weekends also costs transport companies a lot of money; other disadvantages are the limited travel times and the great mutual competition.

• Seit einigen Jahren besteht in Deutschland der sogenannte "Huckepack"-Schienenverkehr und in Frankreich der "Känguruh"-Schienenverkehr. Auch ab Rotterdam nach Deutschland, Italien und Frankreich gibt es schon seit den letzten Jahren den "Känguruh"-Schinenverkehr.

50% of the transport companies make little or no profit and the other 50% go ever deeper into the red:

• For some years now, the so-called "piggyback" rail traffic has existed in Germany and the "kangaroo" rail traffic in France. Also from Rotterdam to Germany, Italy and France there has been "kangaroo" rail traffic for the past few years.

This type of transport is also not without problems, because all trailers in the "Kangaroo" traffic can only be loaded onto the wagons from behind, which means that the trailers are driven upwards onto the train by means of a loading ramp using a loading ramp . It takes about a day to load a train with about 15 or 20 wagons. This is a time-consuming task, which is also very expensive and is therefore only worthwhile for very long distances.

The "piggyback" rail transport also happens in the same way. Here, too, the wagons are loaded from the back to the front and it has to be maneuvered again and again using a loading ramp. To be able to partially load or unload the trains, the Wagons are uncoupled, which causes considerable delays in the stations by this shunting for regrouping.

Such transports, as mentioned above, cannot be carried out expediently and advantageously, i.e. that the type of wagon used up to now is not suitable for the complete transport of semitrailers by rail and that these trains cannot take the flow of goods from the road.

It is therefore not possible to switch from today's freight transport to rail transport if there are no drastic changes.

In order to solve these economically important problems, the invention proposes that the loading floor can be rotated in a horizontal plane between two positions, namely a first position in which the longitudinal axis of the rotating loading floor is aligned with the longitudinal axis of the wagon and a second position, in which it forms an angle by mounting a hydraulic fifth wheel coupling on one wheel chassis, which cooperates with a hydraulic pump which gives the coupling a counterpressure during transport, but during the trailer change, before the trailer is unloaded from it Waggon picks it up. The trailer is now uncoupled from its tractor and therefore maintains its own wheel chassis while standing on the loading floor of the low-bed wagon. Thus, the wagons with a rotating loading floor offer the solution that they can take over all freight transport that is currently taking place by road, i.e. from station to station.

The invention largely eliminates the need to maneuver freight wagons / trains in the future. This invention will in the future _. namely only complete "roll-on / roll-off" trains with 10, 20, 30, 40, 50 or more wagons. The trailers / trucks drive over / from the street / loading ramps onto a "piece of steel path", which is mounted on low-loader wagons, using the specially built ramps or trailers / train station / trailer terminal.

_M to should think here of a low-loader wagon with a 360 ° horizontal rotatable loading floor and a floor height of 46 cm measured from the top of the rails forth. The rotating floor turns over the unloading and loading ramp and is electrically driven.

However, each station must then be equipped with special platforms at a height of 46 cm, calculated above the rails, which is more than half lower than the normal platforms.

These wagons with associated platforms are suitable for "roll-on / roll-off" transport and can very easily transport trailers with a length of 12.20 m, a width of 2.50 m and a height of 4.00 m. A new route is to be built only for Italy with a maximum height of 4.50 m to 5.00 m.

A complete train of 20 to 30 wagons can be unloaded and reloaded in 15 minutes if the platforms have sufficient loading and unloading capacity: + 600 m long and 60 m wide.

The trains can be integrated into the schedule of all rail traffic and e.g. be loaded and unloaded on a route from Rotterdam to Vienna on the way to important train stations, at junctions._The trailers move down from the wagons and up again onto the wagons within a few minutes. Delay at each station along the route is 15 to 20 minutes.

Freight traffic on the motorways will automatically be shifted to rail transport in ten years and the wagons described above will bring about a revolution in today's road transport: ± 70% savings in diesel oil. in all major industrialized countries, such as the United States, Canada, Europe and Japan.

_S pediteurs have the same options: their goods are loaded in front of the door and delivered in front of the door and the transport by "roll-on / roll-off" (ro / ro) wagon is approx. 25% cheaper than the long-distance road transport, ie via 100 km.

This is a great advantage for container transportation by chassis. Overseas container transport can also be carried out door-to-door with these wagons without reloading. Inland container stations / terminals are then superfluous.

Large freight platforms will need to be built across Europe, the United States, Canada and Japan, as mentioned above, in major cities and industrial areas. These platforms must be close to the main routes or ring routes so that delays in transportation are avoided.

From central points, complete trains of approx. 20 to 30 wagons will be put together for one or two determinations. For example, from the Westland (Hoek van Holland station) as the first charging station and Venlo as the second charging station after Frankfurt as the first unloading station and Munich as the second unloading station.

If this train at 17.00 hr _U departs from Hoek van Holland, he is then discharged at 05.00 clock in Munich on wholesale market and still in Frankfurt.

The wagons are loaded and unloaded in numbers. A train with 30 wagons therefore has the numbers 1 to 30 inclusive. The train stops exactly at the number of the platform corresponding to the number of the wagon to be unloaded, so that the drivers of the waiting tugs (to whom the number has been announced by telephone or telex) can couple in this bag. Delay at most 15 minutes.

When transporting vegetables and fruits and other perishable goods, these can be delivered on time in the same time as by truck on the street.

If the nine EC countries want to or will participate in this new mode of transport, the following advantages arise:

1. The 29 million truck transports over a distance of 250 km per transport, which every year from and to the EC countries and within the EC countries by European forwarders and transport companies from the Eastern Bloc countries, USSR, Turkey, Sweden, Switzerland and Austria are exported, fill 45 to 50 million tons of diesel oil annually within the EC. This is 15% of the annual import within the EC countries.

'This oil flow will be reduced by 40% within 5 years, by 55% over 10 years and by 70% over 15 years if every country in Europe transports its goods from road to rail as mentioned above.

Countries such as the Eastern Bloc countries, USSR, Turkey, Sweden, Switzerland and Austria should also have to commit to delivering their trailers to a trailer station / trailer terminal on the border with the EC countries. These countries themselves should also switch to ro / ro rail transport. The EC countries should no longer grant these countries permission to travel by truck through Europe. As previously stated, the opportunities for carriers remain the same and it is more environmentally friendly for people.

2. If this transport system is used, jobs will be available for a large number of workers in the course of 15 to 20 years for the construction of approx. 800,000 to 1 million low-loader wagons with rotating floors and the construction of approx. 2000 ro / ro platforms or Trailer trailers / trailer terminals.

3. The highways will no longer be overused, so that leisure and rush hour traffic will not have to accept traffic jams.

_Only the short (between 20 and 50 km) local freight transport will still use the road. International transport and local transport over long distances can be switched from road to rail at short notice using the aforementioned wagons with associated rotating loading floors / platforms.

4. The existing oil supply all over the world will remain largely available for passenger transport, so that today's passenger transport can remain on today's Neveau if the freight transport is shifted from road to rail.

5. According to science, there will be only half of today's oil reserves over 25 years and nuclear energy will have to provide temporary help. The electric locomotives will then still be able to run, but international freight traffic and focal long-distance traffic with diesel oil as fuel is excluded, so that the system according to the invention is a good alternative for the freight transport for distances of more than 50 km per transport.

6. The motor vehicle industry will have to switch to the construction of electric locomotives and semi-trailers. Some of the tractors must be preserved for transport by trailer from the supplier to the ro / ro platforms and from these platforms to the recipients. These routes vary between 20 and 50 km. The flow of goods will gradually pass from the road to the rail and over 15 years this system will be fully implemented.

7. Part of the international drivers, the railway company are used in the offices, or in the operation of the rotating floors and cars at the loading and discharge stations / _T railerterminals. However, a large part of the drivers will keep the normal work, because the semi-trailers have to be transported from and to the semi-trailers train stations / trailer terminals and have to be delivered to the recipients: local transport. You can do 3 to 4 trips a day.

8. The trains no longer need to be shunted; they remain complete with 10, 20, 30, 40, 50 or more wagons, depending on the flow of goods on the route in question.

9. This rotating loading floor offers freight trains the possibility to be included in the normal timetable, so that in the future the flow of goods will return from the road to the rail, so that the railway companies - in all European countries - convert their loss into profit can.

10. In the future, this system will be able to control the entire transportation of goods with the help of electrical calculating machines and every transport company will be able to participate. They have their transports transported with the railway company at fixed tariffs and can then also book profits on the delivery and removal to / from the semi-trailers at train stations / trailer terminals.

All transportation around the world will then be based on fixed tariffs, which will benefit the community.

In a first processing of this inventive idea, a fifth wheel coupling is mounted on the wheel chassis, which works together with an electric hydraulic pump which gives a counter pressure to the coupling during transport, but during the trailer change, namely after loading or before unloading the trailer Waggon picks it up.

The hydraulic fifth wheel coupling, which has already been mentioned, is screwed up by the hydraulic back pressure applied and is used to block the trailer completely in that position, so that the trailers do not move forward during braking and starting the train or during an emergency stop or can roll / push backwards. The hydraulic fifth wheel coupling also serves to relieve the weight on the front supports of the trailer by approx. 15 tons.

_G emäss a first embodiment, the procedure is such that the coupling together with a coupling pin cooperates in such a way that after elimination of the pressure, the coupling in its free position again lowers and remains hanging on the coupling pin.

After the counterpressure has been released, the clutch also cooperates with an electric motor which loosely pulls the clutch back from the coupling pin, the hydraulic fifth wheel coupling reaching its lowest position.

This creates sufficient play between the trailer and the coupling so that the trailer rests only on its front supports and rear wheels. ·

A variant of this general idea of discovery is characterized in that the hydraulic fifth wheel coupling also works together with an electric motor and is provided on the front with two slide switches which control the movement of the hydraulic fifth wheel coupling in such a way that, as it seeks, it engages with the coupling pin occurs, which corrects a deviation of the trailer from the straight position on the rotatable loading floor.

This automatic correction option for inclined positions is very important in order to be able to block the trailer automatically, because otherwise the trailer could sag through its front support and thus protrude outwards from the train, so that great damage could be caused while the train was traveling.

The security measures taken also fit within this framework. In one case, the hydraulic fifth wheel is screwed up during transport and is locked in it by a safety locking bolt. In another case, the rotatable _L is adeboden in position handled by a number of safety pins which fix the position of the loading floor with respect to the wagons during transport.

According to a special measure, the leaf spring mechanism of the wagon is coupled to a number of high-pressure cylinders with electric-hydraulic pumps that lift the wagon out of the springs over a certain height during the trailer change, so that the rotating loading floor remains contactless while turning out the platforms. As a result of this measure, not only does the wagon rise from its springs, but at the same time the rotatable loading floor moves upwards, so that sufficient vertical space is created so that the loading floor can be turned without bumping into the platform or in any way coming into contact with it .

All actions are preferably done automatically, so that personnel do not have to think specifically about them. For this purpose, a control panel is provided on the wheel chassis, containing a handle which is connected to an integrated program switch, but which can also be operated manually with push buttons. Manual control naturally remains reserved in the event that malfunctions should occur in the electro-hydraulic system that is taken along with the train.

If the electrical power fails, the loading floor does not come out of place. Therefore, hooks are advantageously mounted on the rotatable loading floor, which can be operated by the tractor in an emergency in order to be able to turn the loading floor.

It is recommended that the surface of the chassis floor is covered with a steel plate, in which a number of steel balls are sunk in the middle, on which a horizontal large gearwheel rests, which is mounted under the rotating loading floor and is supported on it at the same time.

This measure keeps the friction as low as possible. It is also preferable that the loading floor is stiffened by a number of longitudinal and transverse beams that rest on the steel plate of the wagon via rollers. In this way you can ensure that the loading floor is rotated in a clean horizontal plane.

The invention will be further elucidated with reference to the in the attached _; Illustrated exemplary embodiments illustrated in more detail.

• Fig. 1 - 5 illustrate a number of _M omentaufnahmen represents, in which the loading and unloading of trailers and assembled on a -er from deep basket car according to the invention in a train station terrain or semitrailer station / trailer terminal.
• _Fi g. 6 shows a top view of a flatbed wagon according to the invention,
• _F ig. 7 is a longitudinal view of the wagon of FIG. 6,
• Fig. 8 is a section along line VIII-VIII of Fig. 7,
• 9 A + B show on a larger scale a detail of the hydraulic fifth wheel coupling,
• 10 _A + B represent a section or a side view of the chassis floor of the wagon and also of the rotating loading floor.
• FIG. 11 shows, on an enlarged scale, a detail of the corner in FIG. 7 at the bottom right.

1 shows at 9.50 a platform 10 with compartments la, 2a, 3a, 4a etc. to the left of a rail track 5 and compartments 1b, 2b, 3b, 4b etc. to the right of the rail track. On the platform there are four tugs 6 to 9 in compartments la, 2a, 3a and 4a, which wait until the train arrives at the station at 10:00 a.m. The tugs are on the left side of the track. At the same time, also at 9.50 a.m. (or earlier), there are four freighted trailers on the right side with trailers 11 to 14 in compartments 1b, 2b; 3b and 4b and wait, as soon as the first-mentioned tractors 6 to 9 have driven the loaded approached trailers from the rotating loading floors mounted on the wagons, to load the newly loaded trailers onto these floors at the same moment.

In Fig. 2, a ro / ro train NS 4711 stops at platform 10 exactly at the specified point at 10 a.m. and the tugs 6 to 9 are ready to start in order to couple the trailers 16a to d etc. which have just arrived and to depart from train 15. The four semi-trailers 17a to d to be transported etc. with tugs 11 to .14 are ready to start on the right-hand side, in order to have the semi-trailers 17a to be transported as soon as the tugs 6 to 9 have departed from the retracted train 15 the arrived semi-trailers 16a to d to d hit the train in the same minute.

In Fig. 3, at 10:05 a.m., railway company employees immediately depressed the number of winches 15 as soon as the train arrived than the number of semi-trailers 16 is that of the Wagons need to be unloaded; in the present case of the 1st, 2nd, 3rd and 4th wagons 18. The cranks 21 are mounted on an operating panel 20 on the front on the wagons 18 on both sides; See Fig. 7. The relevant hand cranks 21 are connected to an integrated switch, so that these cranks perform all actions in the depressed position by one hand movement, as a result of which the rotating loading floor 24 comes about 40 ° on both sides outside the wagon 18 and over the platforms 10 up to the direction of travel of the waiting tugs 6 to 9, which have to drive backwards in order to move the trailers 16 brought up by train from the rotating loading floors 24. The loading floors 24 are also in the correct / same direction of travel of the tractors 11 to 14 with trailers 17a to d to be transported, which are set up forward and drive onto the wagon 18 (or onto the rotating loading floors 24) as soon as the tractors 6 to 9 with trailers 16a to d have left the wagons 18 (or rotating floors 24).

In Fig. 4 5 minutes later, that is u, 10.10 am, the rotatable floors 24 on the platforms 10 are still 40 ⁰ swung out on both sides. The drivers of the tugs 6 to 9 drive backwards to the swiveled-out rotating loading floors 24, couple them to the semi-trailers 16 and, within a few minutes, drive up from the rotating loading floors 24 up to the platforms 10 in order to subsequently load the goods in the area to unload the semi-trailer station. As soon as the trailers 16 listed by train have left the wagons 18 via the rotatable loading floors 24, the tractors 11 to 14, which are finished in the same oblique direction of travel, travel with the trailers 17 to be transported in the same minute, that is to say immediately after the trailers 16 brought in, the loading floors 24 have left their "semitrailers 17" to be transported via the rotating loading floors 24 to the wagons 18 and uncoupling them at the correct location on the rotating floor 24.

Another 10 minutes later, at 10.20 a.m., the employees of the railway company in FIG. 5 have the rotating loading floors 24 with the trailers 17 located thereon turned back on the wagons 18 by putting the hand cranks 21 upwards. When the hand cranks 21 have been raised, the rotating floors 24 automatically turn back in the opposite direction, as previously described, and lock themselves automatically within a few minutes. The train 15 then had a delay of + 20 minutes in which four trailers 16 left the train and four trailers 17 hit the train according to this ro / ro system. If a train 15 arrives with 30 trailers 17 and leaves again with 30 trailers 17, this can take place in practically the same period of time, provided that exactly as many "pick-up" tugs 6 to 9 are ready as "bring" tugs 11 to 14 with coupled trailer 17 there. Also, for those 30 trailers 16 and 17 (away from train 15 and towards train 15), at least ten employees of the railway company must be present to operate the hand cranks 21, so that everyone. rotatable floors 24 are swung out within 5 minutes and the drivers can move their trailers from these rotating floors or onto these rotating floors.

Fig. 6 is a rotating floor 24 on a flatbed wagon 18 in plan view.

The rotating floor 24 is, for example, 8.64 m long and, as soon as it lies or is rotated on the wagon 18 in the longitudinal direction, is automatically locked by securing pins 25 at the front and rear, so that the rotating floor 24 does not swing out while the wagon 18 is traveling can. With 23 an electric motor is indicated, which drives a cranked screw shaft 26 a + b and can work in both directions of rotation. The screw shaft 26 is connected to a hydraulic fifth wheel 28 through a screw hole. The electric motor 23 with the screw shaft 26 urges the hydraulic fifth wheel 28 forward when the electric motor turns to the right; when the electric motor 23 turns to the left, the clutch 28 is pulled by means of the screw shaft 26 backwards. There is also an electric motor 29 which drives a screw shaft 31 and pushes the hydraulic fifth wheel 28 in the transverse direction to the left or pulls to the right. This motor can also work in both directions, so that the hydraulic fifth wheel coupling 28 when the trailer 16 ig in _F. 7 is not quite straight on the rotating loading floor 24, but can still be coupled to the wagon 18 by this possibility, so that the trailer 16 cannot move forwards, backwards or sideways even when there is an emergency stop.

Fig. 7 is a side view of a flat bed wagon 18 with a loading floor height of 25 cm calculated from the top edge of the rails. As mentioned earlier, this flatbed wagon 18 has a rotatable loading floor 24 which can be rotated through 360. On this loading floor there is a semi-trailer 16 12.20 m long, 2.50 m wide and 4.00 m high. The invention relates to the rotatable loading floor 24 on this low-loader wagon 18. This rotatable loading floor 24 on this low-loader wagon 18 makes it possible to unload and load a trailer 16 and 17 from the wagon 18 and onto the wagon 18 within a few minutes; i.e. on or over the purpose-built platforms 10 of FIGS. 6 and 8. A complete train of 30 wagons can be loaded and unloaded in 15 to 20 minutes by means of this rotating loading floor. This has never been possible in the entire history of transportation.

Fig. 8 shows a handwheel 32 which is used when the motor in Fig. 6 fails. Fig. 7 further shows a hydraulic fifth wheel 28, which is operated electrically with a double-acting cylinder 33. The cylinder 33 can adjust the hydraulic fifth wheel 28 both upwards and downwards. As soon as the clutch 28 receives an upward counter pressure of 15 T, the electric hydraulic pump 34 in the circle of the cylinder 33 is automatically switched off. The hydraulic fifth wheel 28 maintains its counter pressure even when a safety lock bolt 36 is unlocked. This happens as the first action at the moment when the trailers are unloaded.

• In dem Moment, wo ein Zug in den Bahnhof mit einer Anzahl von Waggons 18 in einer Anzahl von 10 bis 30 einfährt, werden (von dem Eisenbahnpersonal) zunächst die Sicherheitsblockierungsriegel 36 der Auflieger 16 (Fig. 7), die entladen werden müssen, ausgeworfen. Als zweite Handlung werden von dem Personal die Handkurbeln 21 (Fig.'7) der Waggons, deren Auflieger 16 entladen werden müssen, abwärts gedrückt. Diese zwei Handlungen geschehen innerhalb weniger Minuten. Danach geht alles ganz automatisch und zwar wie folgt (siehe die Fig. 11) :
  • 1. Vier elektrisch/hydraulische Pumpen 40, dargestellt in Fig. 6 und 7, werden wirksam, welche Pumpen mit vier Hochdruckzylindern 39 verbunden sind, die am Federmechanismus 41 der Waggons montiert sind und welche den Waggon ungefähr 5 bis 10 cm aus den Federn hochheben, sodass sich der drehbare Ladeboden 24 ohne Mühe, d.h. mit genügendem Raum (bzw. genügender Höhe), über die Bahnsteige 10 links und rechts in Fig. 6 und 8 drehen kann.
  • 2. Darauf wird automatisch die in Fig. 6 und 7 dargestellte elektrisch/hydraulische Pumpe 34 der Sattelkupplung 28 der Fig. 7 eingeschaltet, die den Druck (ungefähr 15T), der noch auf der Kupplung einwirkt, wegnimmt, wonach sich die Kupplung bis in hre freie Lage senkt, d.h. sie bleibt am Kupplungszapfen 42 hängen.
  • 3. Der Elektromotor 23 der Fig. 7 wird nun automatisch eingeschaltet. Dieser zieht die Kupplung 28 mittels der abgekröpften Schraubenwelle 26 a + b zurück; die Sattelkupplung 28 senkt sich dann zum niedrigsten Punkt, sodass zwischen dem Auflieger 16 und der Kupplung 28 ungefähr 200 mm Raum besteht. Der Auflieger 16 steht dann ganz frei auf dem drehbaren Ladeboden 24, d.h. auf seinen Vorderstützen 37 und seinen Hinterrädern 43, so dass sich der drehbare _Ladeboden auf dem Waggon drehen kann, nachdem vorher die Sicherheitszapfen 25 in Fig. 6 vorn und hinten aus dem drehbaren Ladeboden herausgezogen worden sind.
  • 4. Ein Elektromotor 44 (Fig. 6), wird gleichfalls automatisch eingeschaltet, um die vorher erwähnten Sicherungszapfen 25 zu entriegeln. In diesem Moment ist der drehbare Ladeboden 24 ganz frei von den Sicherungszapfen 46 des drehbaren Ladebodens (Fig. 9), welche dazu dienen, um dem ganzen Ladeboden überall genügende Tragkraft zu geben und welche dafür sorgen müssen, dass der drehbare Ladeboden bei einer Belastung von maximal 40 T nicht durchbiegt, sind 16 stählerne Rollen 48 mit einem Durchmesser von 100 mm vorgesehen. Die stählernen Rollen 48 rollen über eine ganz ebene Stahlplatte 49 von 10 mm Dicke, die über ihre ganze Länge und Breite am Chassis 50 des Tiefladewaggons 18 montiert bzw. verschweisst ist. Das Chassis besteht u.a. aus einem Bodenchassis 51 und vorn und hinten aus einem Radchassis 52 über den Rädern 53. An dem drehbaren Ladeboden ist ein stählernes Zahnrad 54 mit einem Durchmesser von 2800 mm und einer Dicke von 50 mm montiert. Dieses stählerne Zahnrad 54 stützt sich ab auf einer Anzahl von 40 Drehkugeln 55, wie sie auch in Fluzeugböden verwendet werden, über welche die Ladeplatten rollen. Diese Drehkugeln 55 mit einem Durchmesser von 100-mm sind teilweise in der Stahlplatte 49 des Tiefladewaggons 18 versenkt, sodass die Tragfläche 84 nur 20 mm + 50 mm = 70 mm also insgesamt über die Stahlplatte 49 hinausragt. Die Unterseite der-Rollen 48 stützt sich ab auf dem stählernen Boden des Tiefladewaggons 18 und die Oberseite der Drehkugeln 55 stützt sich ab gegen die Unterseite des grossen Zahnrads 54.
    Der drehbare Ladeboden 24 wird von einer Achse 56 mit einem Durchmesser von 100 mm,.die durch eine Lageröffnung 57 in der Mittellinie 58 des Chassisbodens 51 des Tiefladewaggons 18 ragt, an seiner Stelle gehalten. Die Achse-56 mit einer Dicke von 100 mm ist an der Oberseite an dem Zahnrad 54 mit einer konisch zulaufenden Tragebene 61 befestigt und von einer Mutter 62 mit einem Sicherungsring 63 festgeklemmt und von einem nicht-dargestellten Splint gesichert. Die Achse 56 ragt 120 mm von unten aus dem Zahnrad 54 heraus und stützt sich ab und dreht sich in einem konischen Kugellager 66, das in dem Boden 49, 51 des Waggons versenkt ist, so dass die Mutter 67, mit der ganze drehbare Ladeboden 24 an seiner Stelle gehalten wird, nicht unterhalb des Waggons 18 herausragt, also nicht an einem Hindernis hängen bleiben kann.
    Die Achse 56 ragt ebenfalls nicht aus der Mutter 67 raus, die Mutter wird nämlich mit einem Sicherungsring 68, durch einen nicht ersichtlichen Schlitz in der Achse 56 an seiner Stelle gehalten. Durch die Mutter 67 und durch die Achse 56 ist ein Durchgangsloch 69 gebohrt, in dem ein nicht dargestellter Splint angebracht ist. Dank dieser und anderen Massnahmen wird alles zuverlässig gesichert und können niemals Probleme entstehen. In dem Moment, in dem die Sattelkupplung 28 (Fig. 10) in ihrer niedrigsten Stelle ist und durch die vierte Handlung die zwei Sicherheitszapfen 25 in Fig. 6 entriegelt worden sind, geschieht folgendes:
  • 5. Die Elektromotoren 71 (vorn und hinten) in Fig. 7 schalten automatisch ein. Der vordere Motor dreht links herum und der hintere Motor dreht rechts herum. Die Motore 71 bringen die Achsen 72 (vorn und hinten) in Fig. 9 in Bewegung; d.h. die eine Achse dreht links herum und die andere Achse dreht rechts herum. Das andere Ende dieser Achsen 72 treibt mittels einer Uebertragung, montiert in einem Zahnradkasten 70, ein kleines horizontales Zahnrad 73 an, das in Eingriff mit dem grossen Zahnrad 54 ist. Naturgemäss sind die Achsen 72 gelagert und sind die Zahnräder 54 und 73 einstellbar. Das Zahnrad 54 mit einem Durchmesser von 2800 mm ist an dem drehbaren Ladeboden 24 mit einer Anzahl versenkter Stahlbolzen 74 befestigt und kann daher leicht ersetzt werden, wenn Verschleiss oder ein etwaiger Bruch aufgetreten ist.
    Die Unterseite des Zahnrads 54 ist ganz eben und stützt sich auf den Drehkugeln 55 ab, welche 20 mm oberhalb des festen Bodens 49, 51 des Waggons 18 herausragen. Auch dank dieser Drehkugeln 55 und den 16 verhergenannten Rollen 48, dreht sich der drehbare Ladeboden 24 mit 40 T Gewicht leicht über den Boden 49, 51 des Waggons 18 und über die Bahnsteige 10 der Figuren 6 und 8. Sobald der drehbare Ladeboden 40° ausserhalb des Waggons 18 herausragt, d.h. links vorn und rechts hinten, geschieht die 6. und letzte Handlung.
  • 6. Die elektrisch/hydraulischen Motore 38 der Fig. 7 werden automatisch eingeschaltet und der Druck der Hochdruckzylinder 39 wird allmählich verringert, so dass sich der drehbare Ladeboden 24 sanft in Richtung auf die Bahnsteige 10 in Fig. 6 und 8 links und rechts absenkt. Die Handkurbel 21 in Fig. 7 springt danach automatisch in den mittleren Stand des Bedienungspaneels 20. Die Fahrer der Schlepper 6 bis 9 in Fig. 1, 2, 3 und 4 bekommen das Signal, rückwärts zu dem Drehboden zu fahren und die Auflieger 16 anzukuppeln. Sie fahren diese Auflieger innerhalb weniger Minuten von den drehbaren Ladeböden ab.

The hydraulic fifth wheel 28 is arranged on the wagon 18 to completely block the trailer 16 so that the trailers cannot roll or drive forwards or backwards during braking and pulling on the train or in an emergency stop. The hydraulic fifth wheel coupling 28 also serves to reduce the weight on the front supports of the trailer by approximately 15 T burden. The hydraulic fifth wheel coupling acts electrically / hydraulically as previously described and can be operated by means of a hand crank 21 which is mounted on both sides of the wagon 18 on a switch panel 20, specifically at the front. This hand crank has only two positions, upwards and downwards and then works by means of an integrated switch. When the hand crank is in the middle, everything is switched off. The whole action occurs when loading and unloading the semitrailer 16, as follows:

• At the moment when a train enters the station with a number of wagons 18 in a number of 10 to 30, the safety blocking bolts 36 of the trailers 16 (FIG. 7) which have to be unloaded are first ejected (by the railway staff) . As a second action, the hand cranks 21 (FIG. 7) of the wagons, the trailers 16 of which have to be unloaded, are pressed down by the personnel. These two actions happen in a matter of minutes. Then everything goes automatically and as follows (see Fig. 11):
  • 1. Four electric / hydraulic pumps 40, shown in FIGS. 6 and 7, take effect, which pumps are connected to four high pressure cylinders 39, which are mounted on the spring mechanism 41 of the wagons and which lift the wagon approximately 5 to 10 cm from the springs , so that the rotatable loading floor 24 can rotate effortlessly, ie with sufficient space (or sufficient height), over the platforms 10 left and right in FIGS. 6 and 8.
  • 2. Then the electric / hydraulic pump 34 of the fifth wheel coupling 28 of FIG. 7 shown in FIGS. 6 and 7 is automatically switched on, which removes the pressure (approx. 15T) which is still acting on the coupling, after which the coupling up to Your free position lowers, ie it hangs on the coupling pin 42.
  • 3. The electric motor 23 of FIG. 7 is now switched on automatically. This pulls the clutch 28 back by means of the cranked screw shaft 26 a + b; the fifth wheel 28 then lowers to the lowest point, so that there is approximately 200 mm space between the trailer 16 and the coupling 28. The trailer 16 is then completely free on the rotatable loading floor 24, ie on its front supports 37 and its rear wheels 43, so that , the rotatable _L adeboden on the wagon to rotate after previously the safety pin 25 in Fig. 6 are front and rear pulled out of the rotatable loading floor.
  • 4. An electric motor 44 (Fig. 6) is also automatically turned on to unlock the aforementioned safety pin 25. At this moment, the rotating loading floor 24 is completely free of the locking pins 46 of the rotating loading floor (FIG. 9), which serve to give the entire loading floor sufficient load capacity everywhere and which have to ensure that the rotating loading floor is under a load of maximum 40 T does not bend, 16 steel rollers 48 with a diameter of 100 mm are provided. The steel rollers 48 roll over a completely flat steel plate 49 of 10 mm thickness, which is mounted or welded to the chassis 50 of the flat-bed wagon 18 over its entire length and width. The chassis consists inter alia of a floor chassis 51 and front and rear of a wheel chassis 52 above the wheels 53. A steel gearwheel 54 with a diameter of 2800 mm and a thickness of 50 mm is mounted on the rotatable loading floor. This steel gear 54 is supported on a number of 40 rotating balls 55, as are also used in aircraft floors, over which the loading plates roll. These rotating balls 55 with a diameter of 100 mm are partially countersunk in the steel plate 49 of the flat-bed wagon 18, so that the support surface 84 projects only 20 mm + 50 mm = 70 mm, thus overall over the steel plate 49. The underside of the rollers 48 is supported on the steel floor of the flatbed wagon 18 and the top of the rotating balls 55 is supported against the underside of the large gear 54.
    The rotatable loading floor 24 is held in place by an axis 56 with a diameter of 100 mm, which protrudes through a bearing opening 57 in the center line 58 of the chassis floor 51 of the flatbed wagon 18. The axis-56 with a thickness of 100 mm is attached to the top of the gear 54 with a tapered support plane 61 and clamped by a nut 62 with a locking ring 63 and secured by a pin, not shown. The axis 56 protrudes 120 mm from below out of gear 54 and is supported and rotates in a tapered ball bearing 66 which is sunk in the floor 49, 51 of the wagon so that the nut 67, with the whole rotatable loading floor 24 is held in place, not below of the wagon 18 protrudes, so it cannot get caught on an obstacle.
    The axis 56 also does not protrude from the nut 67, namely the nut is held in its place by a locking ring 68, through a slot (not visible) in the axis 56. A through hole 69 is drilled through the nut 67 and through the axle 56, in which a split pin (not shown) is attached. Thanks to this and other measures, everything is reliably secured and problems can never arise. The moment the fifth wheel 28 (FIG. 10) is in its lowest position and the fourth action unlocks the two safety pins 25 in FIG. 6, the following occurs:
  • 5. The electric motors 71 (front and rear) in FIG. 7 switch on automatically. The front motor turns left and the rear motor turns right. The motors 71 move the axles 72 (front and rear) in Fig. 9 in motion; ie one axis turns left and the other axis turns right. The other end of these axles 72 drives a small horizontal gear 73, which is in engagement with the large gear 54, by means of a transmission mounted in a gear box 70. The axles 72 are naturally mounted and the gears 54 and 73 are adjustable. The gear 54 with a diameter of 2800 mm is fastened to the rotating loading floor 24 with a number of countersunk steel bolts 74 and can therefore be easily replaced if wear or breakage has occurred.
    The underside of the gear 54 is completely flat and is supported on the rotating balls 55, which protrude 20 mm above the fixed bottom 49, 51 of the wagon 18. Thanks also to these rotating balls 55 and the 16 rollers 48 mentioned above, the rotating loading floor 24 with a weight of 40 T rotates slightly above the floor 49, 51 of the wagon 18 and over the platforms 10 of Figures 6 and 8. As soon as the rotating loading floor 40 ° protrudes outside the wagon 18, ie left front and right rear, the 6th and last action takes place.
  • 6. The electric / hydraulic motors 38 of FIG. 7 are automatically switched on and the pressure of the high pressure cylinders 39 is gradually reduced, so that the rotatable loading floor 24 gently lowers towards the platforms 10 in FIGS. 6 and 8 on the left and right. The hand crank 21 in FIG. 7 then jumps automatically into the middle position of the control panel 20. The drivers of the tugs 6 to 9 in FIGS. 1, 2, 3 and 4 receive the signal to drive backwards to the rotating floor and to couple the trailers 16 . You can drive these trailers off the rotating loading floors within a few minutes.

• Sobald der Auflieger 17 ganz in der Längsrichtung auf dem Waggon 18 steht, d.h. dass, sobald der drehbare Ladeboden 24 aufs neue von Sicherungszapfen 25 verriegelt werd und die hydraulische Kupplung 28 in Fig. 10 _A + B in die erste Position von unten gegen den Auflieger 17 mit einem Gegendruck von + 100 Kg gedrückt ist und der Elektromotor 23 die hydraulische Sattelkupplung 28 über Rollen 86 rückwärts drückt, die über 4 Längsschienen 87 gleiten, gleitet dieser zwischen die Kupplungszapfen 42 des Aufliegers. Wenn der Auflieger 17 jedoch von dem Fahrer nicht ganz gerade auf den drehbaren Ladeboden 24 gestellt sein würde, würde der Zapfen 42 nicht mittig in die hydraulische Sattelkupplung 28 schnellen. Deshalb sind an der. Sattelkupplung 28 an der Vorderseite 2 Gleitschalter 76 links und rechts angebracht, die den Elektromotor 29 in Fig. 6 ein und aus, nach links und rechts sich drehen lassen können. Dabei versetzt die Kupplung 28 sich in der Querrichtung über Rollen 88, die in der richtigen Spur mit 3 Querrollen 89 in Fig. 10 bleiben. Der Motor 29 treibt eine Schraubenwelle 31 an, die sich in einem Schraubenlich 77 befindet und an der Sattelkupplung 28 befestigt 'ist. Mittels dieses Mechanismus ist es möglich, die hydraulische Sattelkupplung 28 der Fig. 7, 10 cm nach links oder 10 cm nach rechts zu versetzen und sucht diese selber automatisch ihre richtige Stelle auf und schiesst dadurch in den Kupplungszapfen 42. Steht die hydraulische Sattelkupplung 28 in der richtige Position unterhalb des Aufliegers 17 und somit in dem Kupplungszapfen 42, so wird diese, wie oben schon beschrieben, elektrisch/hydraulisch hochgedrückt, bis diese ungefähr 15 T Gegendruck bekommt, wonach sich der Elektromotor 29 ausschaltet. Die hydraulische Sattelkupplung / Blockierungsschloss 36 werden von dem Eisenbahnpersonal eingedrückt und die Auflieger 17 sind erneut blockiert.

If the rear wheels 43 of the above-mentioned semi-trailers are still on the rotating loading floors 24, the drivers of the semi-trailers 17 to be transported drive the tugs 11 to 14 in FIGS. 1, 2, 3 and 4 onto the rotating loading floors and couple them within a few minutes from. Immediately afterwards, as already described, the railway employees move the hand cranks 21 in FIG. 7 from the intermediate position into the upper position and the same actions take place in the reverse order. When turning back the shelves 24, one more action must be done, namely the following:

• As soon as the semi-trailer 17 stands in the longitudinal direction on the wagon 18, that is, as soon as the rotatable loading floor 24 is locked again by securing pins 25 and the hydraulic coupling 28 in FIG. 10 _A + B in the first position from below against the semi-trailer 17 is pressed with a back pressure of + 100 kg and the electric motor 23 pushes the hydraulic fifth wheel 28 backwards via rollers 86 which slide over 4 longitudinal rails 87, this slides between the coupling pins 42 of the trailer. If, however, the trailer 17 were not placed straight on the rotatable loading floor 24 by the driver, the pin 42 would not snap into the center of the hydraulic fifth wheel 28. That is why. Fifth wheel coupling 28 on the front 2 slide switches 76 left and attached to the right, which can turn the electric motor 29 in FIG. 6 on and off, left and right. The clutch 28 is offset in the transverse direction via rollers 88 which remain in the correct track with 3 transverse rollers 89 in FIG. 10. The motor 29 drives a screw shaft 31, which is located in a screw shaft 77 and is fastened to the fifth wheel coupling 28. By means of this mechanism, it is possible to move the hydraulic fifth wheel 28 of FIG. 7, 10 cm to the left or 10 cm to the right, and this automatically seeks out its correct position and thereby shoots into the coupling pin 42. Is the hydraulic fifth wheel 28 in the correct position below the semitrailer 17 and thus in the coupling pin 42, this is, as already described above, pushed up electrically / hydraulically until it receives approximately 15 T counterpressure, after which the electric motor 29 switches off. The hydraulic fifth wheel / blocking lock 36 are pushed in by the railway staff and the trailers 17 are blocked again.

There are also as many pushbuttons 78 on the control panel 20 as there are actions that must be carried out. If a malfunction occurs in the integrated switch, which could not be used, you can switch to manual control. Even if the power of a wagon were to fail, everything can be operated by hand, in that with handwheels 32 and 79 in FIG. 7 and hand crank 81 in FIGS. 6 and 7, the rotating loading floors can be moved inwards by means of the tractors on hooks 82 and pulled outwards, which are attached to the rotating loading floors 24. In the event of a malfunction, the hydraulic part is operated by a mobile diesel hydraulic pump kept in reserve on the loading platforms, which can be connected to the wagons with a quick-release fastener by means of a high-pressure fitting 83 in FIG. 7, on both sides of the wagon 18.

It goes without saying that a train like this is delayed somewhat by such a disturbance. However, the whole system is designed in such a way that no faults can actually occur and even if they did occur, the trailers can still be unloaded or charged using manual control.

The parts 23, 25, 28, 29, 33, 34, 36, 39, 40, 44, 71 in Figures 6 and 7, which are operated electrically or electrically / hydraulically, can also be driven PNEUMATICALLY. The pneumatic pressure is about 10 atm. throughout the train. This pressure is supplied by the locomotive's compressor. If for any reason this would not be possible, the trains will be connected to an air pressure device at the terminal during the unloading and loading process of the trailers and trucks.

Parts 21 and 78 in Fig. 7 are then connected to an integrated timer which performs one action after the other by means of high pressure valves / switches.

Claims (11)

1. Low-loader wagon with sunken chassis frame between front and rear wheels, on which a loading floor is supported for carrying and transporting a trailer, characterized in that the loading floor (24) can be rotated in a horizontal plane between two layers, namely a first position, in which is the longitudinal axis of the rotatable loading floor with the longitudinal axis. of the wagon (18), and a second position, in which it forms an angle therewith, and that a fifth wheel coupling (28) is mounted on a wheel chassis (52), which cooperates with a pump (34) which connects the coupling (28 ) gives a counterpressure during transport, but picks it up during the trailer change and before unloading the trailer from the wagon (18). (Fig. 9A.) 2. Low-loader wagon according to claim 1, characterized in that the coupling (28) also interacts with a coupling pin (42) in such a way that after the counterpressure has been released, the coupling (28) sinks back into its free position and thereby on the coupling pin (42). Keeps hanging. 3. low-loader wagon according to claim 2, characterized in that the coupling (28) after the counter pressure has been released also interacts with an electric motor (23) which retracts the coupling, loosely from the coupling pin (42), the fifth wheel coupling (28) reached its lowest position. 4. Flatbed wagon according to one of claims 1 to 3, characterized in that the fifth wheel coupling (28) further cooperates with an electric motor (29) and is provided on the front with two slide switches (76) which such the movement of the fifth wheel coupling (28) control that, being seeker, it engages the coupling pin (42), thereby creating a Deviation of the straight position of the trailer on the rotatable loading floor (24) is corrected. 5. Flatbed wagon according to claim 1, characterized in that the fifth wheel (28) is in the screwed-up position during transport and is locked therein by a safety locking bolt (36). 6. Flatbed wagon according to one of claims 1 to 5, characterized in that during transport the rotatable loading floor (24) is held in position by a number of safety pins (25) which fix the position of the loading floor with respect to the wagon. 7. Flatbed wagon according to one of claims 1 to 6, characterized in that with the leaf spring mechanism (41) of the wagon (18) a number of high-pressure cylinders (39) with pumps (40) is coupled, which the wagon during the trailer change Lift a certain height out of the springs (41) so that the rotating loading floor (24) remains in contact with the platforms while it is being pulled out. 8. low loader wagon according to one of claims 1 to 7, characterized in that on the wheel chassis (52) a control panel (20) is provided, containing a handle (21) which is connected to an integrated program switch (22), but also can be operated manually with push buttons (78). 9. low loader wagon according to claim 8, characterized in that on the rotatable loading floor (24) hooks (82) are mounted, which can be operated in an emergency by a tractor (6-9; 11-14) around the loading floor (24). to be able to rotate. 10. _T iefladewaggon according to any one of claims 1 to 9, characterized in that the surface of the chassis floor (51) is covered with a steel plate (49), in the central part of which a number of steel balls (55) is arranged sunk which balls a horizontal large gear (54) rests, which is mounted under the rotatable loading floor (24) and is supported on it at the same time. 11. Flatbed wagon according to claim 10, characterized in that the loading floor (24) is stiffened with a number of longitudinal and transverse beams (46) which rest on the steel plate (49) of the wagon (18) via rollers (48).

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