EP0516583A1 - Railway wagon for cargo-carriers - Google Patents

Abstract

Turntables (4, 4a, 4b) whose rotary bearing (5) is integrated directly into the supporting structure consisting of two main carriers (6, 6') are arranged on a railway wagon (1). As a result, the previously customary auxiliary frame which had to be attached to the loading surface (15) of the railway wagon is dispensed with. The structure is substantially more stable since transverse forces on the turntable are taken up directly by the main carriers. In order to reduce the swivel angle alpha of the turntables, the loading surface (15) is provided with constrictions (14, 14'). <IMAGE>

Description

The invention relates to a railroad car for receiving load carriers according to the preamble of claim 1. Such railroad cars are used to pick up load carriers, in particular so-called swap bodies, directly from the loading bridge of a truck or to unload them onto the loading bridge without the need to use a crane. The pushing force required to change the container is applied by the truck positioned at an angle on the rail wagon. After pushing the swap body from the truck onto the train wagon or vice versa, the rotating frame is swung back from the swap position to the neutral driving position and fixed there.

From DE-A-32 40 329, a railroad wagon of comparable type has become known, in which the rotating frame is mounted on an auxiliary frame. The auxiliary frame is attached to the loading area and the rotating frame is supported on one side. A similar auxiliary frame or sub-frame for receiving the rotating frame is also provided according to EP-A-181 767. These auxiliary racks are mounted on conventional wagons and sometimes have to be secured with complex means. FR-A-1512592 discloses a device in which a bogie can be fixed on the main girders of the railroad car by means of claws.

A disadvantage of the known railway carriages is that the attachment of an auxiliary frame for receiving the actual rotating frame is very complex. There is also a tendency to increase the payload of the swap bodies, which also increases the force requirements. Any eccentricity of the load, in particular bulk solids can cause significant problems. Finally, the increasing space requirements for loading the railway wagons also play a role, since the rotating frame must be swung out at least to the extent that a truck can transfer or take over the load carrier.

It is therefore an object of the invention to provide a railway carriage of the type mentioned in the introduction, in which the rotating frame is anchored as stably as possible and with which even heavy swap bodies can be picked up and transported with the smallest possible space requirement for the swap maneuver. This object is achieved according to the invention with a railroad car which has the features in claim 1. The integration of the pivot bearing in the support structure of the rail car has the advantage that the auxiliary frame that was previously used can be completely eliminated. The forces from the swap body, e.g. the deceleration forces in the event of emergency braking are introduced directly into the supporting structure and do not first have to be transmitted through the auxiliary frame. The elimination of the auxiliary frame also has the advantage that the overall height can be reduced and that the center of gravity can be set as low as possible.

The constriction allows the truck to be approached at an acute angle on the long side, since the swap body and / or the loading bridge of the truck can be at least partially inserted into the constricted zone. The more acute the swivel angle is, the smaller is the dimension with which the swap body projects over the loading area on the opposite side. This dimension must not exceed a certain value in order not to impair the rail traffic on neighboring parallel tracks. In the case of overly long containers, the neighboring track had to be blocked until the swap bodies were swung back into the driving position. Overall arises such a compact rail car with good mechanical properties that is easy to use.

Particularly advantageously, the pivot bearing has a bearing journal fastened between the main supports for receiving a bearing bush on the bearing frame. The bearing journal is easily sufficient for the simple pivoting movement. Elaborate slewing rings or the like can be completely eliminated. Alternatively, it would of course also be conceivable to fix the bearing journal on the rotating frame and the bearing bush between the main supports.

The load is particularly optimal when the average distance between the main beams is approximately the same as the average distance between the two parallel support rails of the rotating frame. The support of the rotating frame can also be improved by arranging an arc-shaped support track on the main supports in relation to the direction of travel on both sides of the pivot bearing and at a distance from it, and by rolling elements being attached to the support tracks on the underside of the rotating frame to run. The double-sided support of the rotating frame results in better load distribution and relief of the pivot bearing.

With at least two rotating frames on the railway carriage, a constriction can be arranged such that it lies in the swiveling range of the end sides of both rotating frames. The end sides of these rotating frames then face each other.

The loading time can be reduced if the bogie can be pivoted with a drive motor, the drive pinion of which engages in a rack segment. The loaded rotating frame can no longer be pivoted manually due to the high load. So far, the swiveling movement was carried out with a cable pull, which on the rotating frame at special Lever arms were hooked in and which could be pulled from the truck. However, this process is very complex and not dangerous in the case of incorrect manipulation when large loads have to be moved.

The rack segment can be fastened to the rotating frame and the drive motor can be pivotably mounted on the supporting structure such that its drive pinion can be engaged or disengaged in the rack system. This construction allows the drive motor to be engaged only when needed. For example, the unloaded rotating frame can still be easily rotated by hand. By fixing the motor to the support structure, there are no problems with the line routing for hydraulic oil, etc. The drive motor can be pivoted with a pressure medium cylinder in a particularly advantageous manner. However, manual engaging and disengaging of the motor would also be conceivable, e.g. with a lever mechanism or the like.

• Figur 1 eine Draufsicht auf einen erfindungsgemässen Bahnwagen mit einem Lastwagen in Ladestellung,
• Figur 2 die Seitenansicht des Bahnwagens gemäss Figur 1,
• Figur 3 einen Querschnitt durch die Ebene I-I gemäss Figur 2 in etwas vergrösserter Darstellung,
• Figur 4 eine Draufsicht auf einen Bahnwagen ohne Drehrahmen,
• Figur 5 einen Querschnitt durch einen Drehrahmen,
• Figur 6 eine Draufsicht auf den Drehrahmen gemäss Figur 5,
• Figur 7 eine Draufsicht auf eine motorgetriebene Version eines Drehrahmens,
• Figur 8 einen Querschnitt durch den Drehrahmen gemäss Figur 7 mit eingekuppeltem Motor, und
• Figur 9 einen Querschnitt durch den Drehrahmen gemäss Figur 7 mit ausgekuppeltem Motor.

An embodiment of the invention is shown in the drawings and will be described in more detail below. Show it:

• FIG. 1 shows a top view of a railway wagon according to the invention with a truck in the loading position,
• FIG. 2 shows the side view of the rail car according to FIG. 1,
• FIG. 3 shows a cross section through the plane II according to FIG. 2 in a somewhat enlarged representation,
• FIG. 4 shows a plan view of a railroad car without a rotating frame,
• FIG. 5 shows a cross section through a rotating frame,
• FIG. 6 shows a top view of the rotating frame according to FIG. 5,
• FIG. 7 shows a plan view of a motor-driven version of a rotating frame,
• Figure 8 shows a cross section through the rotating frame according to Figure 7 with the motor coupled, and
• FIG. 9 shows a cross section through the rotating frame according to FIG. 7 with the motor disengaged.

1 and 2 show a railway carriage 1 according to the invention, on the loading surface 15 of which three rotating frames 4, 4a and 4b are arranged. The train carriage has two trolleys 7 and 7 ', each with two axles. Depending on the application, the length of the rail car 1 and the number of axles per running gear can vary. The number and dimension of the rotating frame can also be adapted to the specific conditions.

The rotating frame, the construction of which is described in more detail below with reference to FIGS. 5 and 6, can be pivoted from a neutral driving position on both sides by the pivoting angle α into a changing position.

Figure 1 shows the rotating frame 4a and 4b in the driving position and the rotating frame 4 in the change position. Both in the driving position and in the change position, the rotating frame can be locked with a mechanism not described here. In the interchangeable position, a truck 3 drives with an interchangeable container 2 and the same swivel angle α to the long side 16 'of the loading surface 15 as close as possible to the end side 13 of the rotating frame 4. Instead of the interchangeable container, another load carrier could also be reloaded, for example a pallet-like grate, on which a load is fixed.

As can be seen particularly clearly from FIG. 1, the loading area 15 has a constriction 14 in the swivel range of the end section 13 on each longitudinal side 16 and 16 ', which is approximately trapezoidal. This constriction has the effect that the change position is reached even with a smaller swivel angle α, since the loading bridge of the truck 3 or the swap body 2 loaded thereon can be inserted into the constricted zone in the corner region 22. In conventional railway carriages, the swivel angle is 45 ° or more, while the constriction angle α can only be about 35 °.

The advantage of this small swivel angle is that the dimension c, which indicates the distance between the center line of the rail car and the outermost edge of the loaded swap body 2 in the swap position, can be kept very small. This dimension is of particular importance with regard to the outer contour 21 of a rail car on a parallel neighboring track. If possible, the rail traffic on a neighboring track should not be affected by the loading process. With the small swivel angle α on the railway wagon according to the invention, the swap bodies can be loaded without the dimension c exceeding the safety limit.

Another advantage of the small swivel angle is of course that the truck 3 can maneuver in a zone that takes up less space than with a large swivel angle. 1 two symmetrical constrictions 14 and 14 'of the loading area 15 are provided. The constriction 14 serves the two rotating frames 4 and 4a at the same time, since they rotate in opposite directions. The constriction 14 'serves only the rotating frame 4b, which rotates in the same direction with the rotating frame 4.

Further structural details of the car substructure are from Figures 3 and 4 can be seen. The railway carriage has two parallel main beams 6 and 6 'in a manner known per se. These consist of double-T steel girders and have transverse stiffeners at certain intervals. In the area of a rotating frame 4, consisting of the two parallel support rails 10 and 10 ', a pivot bearing 5 is integrated directly into the support structure of the rail car. In the embodiment, the pivot bearing consists of a bearing pin 8, which rests on a transversely welded bearing support 20 between the two main supports 6, 6 '. The bearing pin 8 protrudes slightly beyond the loading area and can accommodate a bearing bush 9 on the rotating frame. A securing plate 23 screwed onto the bearing journal 8, the outer diameter of which is larger than the inner diameter of the bearing sleeve 9, prevents the bearing sleeve from lifting off from the bearing journal.

To support each rotating frame, a circular arc-shaped support track 11 or 11 'is arranged on the main supports 6 and 6' at a distance from the pivot bearing 5. Since these support tracks must not bend under the load, they must be additionally supported across the main girders. For this purpose, a long cross strut 17 is used, which carries the ends of a support track. A central cross strut 18 carries the central arch area, and one oblique strut 19, 19 'carries an outer arch area of a support track. Instead of or in addition to the cross struts and oblique struts, the entire support area of the support tracks can be covered with a steel plate. The bearing pin 8 could also be screwed into the substructure.

Details of a rotating frame can be seen in FIGS. 5 and 6. The two parallel mounting rails 10 and 10 'are designed as hollow box profiles and connected to one another via cross struts 25. At the end section 13, the mounting rails for receiving the swap body are open, while on the opposite side there is a stop 26 for the limitation the end position of the swap body is provided. On both sides lever arms 24 are arranged on the rotating frame, on which the loaded rotating frame can be pivoted with the aid of a cable.

Under the mounting rails 9 rolling elements 12, 12 'are mounted on both sides of the bearing bush, which can rest or roll on the support tracks 11, 11'. The rolling elements are evidently arranged in the same radius r as the radius of curvature of the support tracks 11, 11 '. The bilateral support of a rotating frame on the rolling elements 12, 12 'causes a better load distribution and enables a simpler structure of the pivot bearing 5. As can be seen in particular from Figure 5, the rotating frame moves only a few millimeters above the main supports 6, 6', which is one compact and deep construction is achieved. An optimal load distribution and load absorption is also achieved in that the average distance a between the two main beams 6 and 6 'is approximately the same as the average distance b between the two mounting rails 10 and 10'. This arrangement is shown in Figure 3. If the load is shifted, e.g. In this way, undesirable leverage cannot occur when driving on a curve.

The principle of moving an interchangeable container from the truck to the rotating frame and vice versa is known to the person skilled in the art and is therefore not described in more detail here. Details on this can also be found in EP-A-181 767 mentioned at the beginning.

FIGS. 7 to 9 show an alternative exemplary embodiment of a rotating frame which can be rotated with the aid of a drive motor 24. The construction of the rail car and the rotating frame itself remains the same as in the previous embodiment. Between the two mounting rails 10, 10 ', however, a rack segment 28 is welded, which has an internal toothing. On the supporting structure between the two main beams 6, 6 ', a drive motor 27 is mounted on a pivot bearing 31. The pivoting movement can be carried out via a pressure medium cylinder 30. In this way, the drive pinion 29 of the drive motor can be engaged and disengaged in the rack segment 28. Figure 9 shows the drive in the disengaged state, in which the rotating frame can be freely rotated.

The drive motor is preferably a hydraulic motor that can be driven by a pump that works in two different power levels. If the load increases, the pump automatically switches to a low speed with a higher load. Hydraulic control elements, not shown here, serve to actuate the pressure medium cylinder and the drive motor, to select the direction of rotation and to hold the rotating frame in a certain position.

Claims (8)

Railway carriage (1) for receiving load carriers (2) with at least one rotating frame (4) consisting of two parallel support rails (10, 10 '), which rotates on the loading surface (15) of the railway carriage about a vertical axis from a parallel to the long sides ( 16, 16 ′) of the loading surface (15) running position can be rotated into an alternating position that runs obliquely to the longitudinal sides, characterized in that the rotating frame has a pivot bearing (5) which directly into the from at least two main carriers (6, 6 ′) existing support structure of the rail car is integrated and that the loading area (15) in the swivel range of that end side (13) of the bogie (4) on which the load carrier (2) is loaded or unloaded, on both longitudinal sides (16, 16 ') in such a way is provided with a constriction (14) that, in order to reduce the swivel angle in the interchangeable position, the interchangeable container and / or the loading bridge of a truck at least partially inserts into the constricted zone are YOURSELFSOFTWAREUPDAT E. Railway carriage according to claim 1, characterized in that the rotary bearing (5) has a bearing journal (8) fastened between the main supports (6, 6 ′) for receiving a bearing bush (9) on the rotating frame (4). Railway carriage according to claim 1 or 2, characterized in that the average distance (a) between the main beams (6, 6 ′) is approximately the same as the average distance (b) between the two parallel support rails (10, 10 ′) of the rotating frame (4). Railway carriage according to one of Claims 1 to 3, characterized in that, based on the direction of travel, on both sides of the pivot bearing (5) and consisted of an arcuate support track (11, 11 ′) on the main supports (6, 6 ') is arranged and that on the underside of the rotating frame (4) rolling elements (12) are attached, which run on the support tracks. Railway carriage according to one of claims 1 to 4, characterized in that it has at least two rotating frames (4, 4a), the pivoting areas of the end sides (13) of which lie over a common constriction (14). Railway carriage according to one of claims 1 to 5, characterized in that the rotating frame (4) can be pivoted with a drive motor, the drive pinion of which engages in a rack segment. Railway carriage according to claim 6, characterized in that the rack segment is attached to the rotating frame (4) and that the drive motor is pivotally mounted on the support structure such that its drive pinion can be engaged or disengaged in the rack segment. Railway carriage according to claim 7, characterized in that the drive motor is pivotable with a pressure medium cylinder.

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