EP0609655B1 - Wagon à marchandises - Google Patents

Wagon à marchandises Download PDF

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Publication number
EP0609655B1
EP0609655B1 EP94100149A EP94100149A EP0609655B1 EP 0609655 B1 EP0609655 B1 EP 0609655B1 EP 94100149 A EP94100149 A EP 94100149A EP 94100149 A EP94100149 A EP 94100149A EP 0609655 B1 EP0609655 B1 EP 0609655B1
Authority
EP
European Patent Office
Prior art keywords
bow
lifting
bows
tarpaulin
railway freight
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP94100149A
Other languages
German (de)
English (en)
Other versions
EP0609655A1 (fr
Inventor
Heinrich Schnelting
Hugo Dipl.-Wirtsch.-Ing. Lemmer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Waggonfabrik Talbot GmbH and Co KG
Original Assignee
Waggonfabrik Talbot GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Waggonfabrik Talbot GmbH and Co KG filed Critical Waggonfabrik Talbot GmbH and Co KG
Publication of EP0609655A1 publication Critical patent/EP0609655A1/fr
Application granted granted Critical
Publication of EP0609655B1 publication Critical patent/EP0609655B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D39/00—Wagon or like covers; Tarpaulins; Movable or foldable roofs
    • B61D39/002—Sliding or folding roofs

Definitions

  • the invention relates to a rail freight wagon with the features of the preamble of claim 1.
  • Such rail freight cars are known for example from DE-A-39 25 789.
  • the tarpaulin cover When the tarpaulin cover is open, ie when the bows are pushed together, the folds of the tarpaulin hang into the loading space from above and from the side, thereby reducing the loading cross-section. Since the portal-shaped bow is displaced relative to one another both for opening and for closing the tarpaulin, the known construction results overall in a reduced loading volume compared to the loading space when the vehicle is closed. If the cargo has been loaded too high, the tarpaulin in the fold area can also be damaged when opening, closing and moving the tarpaulin cover.
  • a takeover of the support structure known from the above-mentioned DE-GM for a tarpaulin cover with side wall parts does not make sense because there, in contrast to the generic rail freight wagon, the level of the bow does not deviate significantly from the level of the drives either with the tarpaulin closed or in the raised position . Consequently, e.g. B. in the shocks occurring in rough railway operation, at most small tilting and rolling moments from the bow and tarpaulin mass compared to the drive level occur, while in the portal-shaped There are large lever lengths between the drive level and the zenith of the bow, since the bars of the generic rail freight wagon are long.
  • US-A-1 863 957 describes a foldable convertible top for a truck, in which auxiliary bows are arranged on both sides next to the bows which can be moved on running rails on common sliding feet.
  • auxiliary bows are arranged on both sides next to the bows which can be moved on running rails on common sliding feet.
  • two such auxiliary bow follow each other so that the tarpaulin can be clamped between them when pushing the bow again.
  • the invention has for its object to avoid the disadvantages of the known constructions described above and to create a railway freight wagon with tarpaulin cover and portal-shaped bows of the type mentioned, the effective loading volume of which is determined by the profile specified by the bows and thus the loading volume when the tarpaulin cover is closed corresponds, whereby lateral penetration of folds and jamming of the tarpaulin between the bow should be prevented as far as possible.
  • the folds of the tarpaulin which are present during opening and closing and in the open position are kept out of the loading space predetermined by the profile of the bows by providing a plurality of lifting bows between the bows which are firmly supported on running gear and rails.
  • the invention achieves the advantage that the loading space specified by the shape of the bow is essentially available for accommodating cargo and that damage to the tarpaulin by the cargo when opening, closing and moving the tarpaulin cover is avoided.
  • a lifting bow is arranged between two collapsible bow, which can be moved from the normal position into the raised position when the bow is pushed together. This ensures that the folds of the tarpaulin which arise when the bow is pushed together are pushed upwards towards the outside of the wagon from the loading space profile defined by the bow, although further bow also remain in the normal position with regard to their arcuate parts.
  • a division into a plurality of hoops that can be raised and not raised is arbitrary; it is essential that the tarpaulin is raised at least at certain intervals to such an extent that wrinkles do not form anywhere in the load compartment profile.
  • the desired effect could also be achieved by lifting every third or fourth bar or a plurality / several groups of neighboring bars.
  • the arcuate part of at least every second of the collapsible bows can be raised relative to the vertical bow supports by a respective lifting element.
  • Pressure medium cylinders which are actuated in a suitable manner, could also be used as lifting elements.
  • the bogie lifting bows on their vertical bow supports can each be lifted by lifting scissors, the intersecting scissor arms of which on the one hand on adjacent bows and on the other hand via connecting rods on the bow support of the lifting bow are articulated.
  • there is an automatic lifting of the lifting bow as soon as the distance between adjacent bow is reduced during the opening process of the tarpaulin cover.
  • each bow support is additionally guided by means of an elongated hole on a bearing pin which pivotably connects the two scissor arms of the lifting shears to one another.
  • the scissor arms are preferably movably attached by means of a joint at the lower end of the adjacent bow. If this joint is formed on a clamp, this results in a particularly simple construction, which also allows subsequent retrofitting of existing tarpaulin wagons.
  • FIG. 1 of a tarpaulin hood wagon reveals its underframe 1, which in the embodiment rests on two biaxial bogies 2.
  • the car body is formed by two fixed end walls 3 and a tarpaulin cover 4, which consists of a continuous tarpaulin 5 and a plurality of bars 6.
  • each bow 6 is provided at its two lower ends with a running gear 7 which can be moved on running rails 8, which are each arranged on the outside of the outer longitudinal member 9 of the underframe 1 .
  • the bow 6 and thus the tarpaulin carried by them are moved by hand or by means of a drive device, which will be discussed with reference to FIGS. 7 and 7a.
  • the tarpaulin hood wagon for loading and unloading both from the long sides and from above, the tarpaulin hood only covering approximately 1/4 of the loading area with the bows 6 displaced to one of the end walls.
  • the tarpaulin 5 folds in the manner of a harmonica when the bow 6 is pushed together, to which it is fastened in a suitable manner, for example by means of straps.
  • a cross-section through the tarpaulin wagon according to FIG. 2 illustrates the loading cross-section which results when the tarpaulin is closed above the loading floor 10 and which is delimited laterally and above by bow 6 with vertical bow brackets on both sides and an arc-shaped part connecting these at the top.
  • the loading cross-section is considerably reduced when the tarpaulin cover is opened, because the tarpaulin 5 between the collapsed bows due to the shortening of the distance Has excess length and folds 5a '(only indicated by dashed lines), which protrude deep into the loading cross section.
  • FIG. 2 further shows, such a restriction of the loading profile is avoided if a plurality of hoops, in particular hoisting hoops 11, essentially move from their normal position, which supports the tarpaulin 5 when the car is closed, into a fold 5a of the tarpaulin 5 when the hoops 6 are pushed together from the existing hold when the car is closed.
  • the inevitable folds 5a come to lie outside the actual loading space, so that it is available with a full cross section for the cargo.
  • FIG. 3 and 4 an embodiment of a lifting rod construction is shown, by which every second bow is automatically raised when the tarpaulin wagon is opened.
  • a lifting bow 11 of the type indicated in FIG. 2 is arranged between each two adjacent normal bow 6 with drives 7.
  • Vertical bow supports 12 of these lifting bow 11 can each be raised by lifting scissors. This consists of intersecting scissor arms 13 which are pivotally connected to one another by a bearing pin 14. In order to simultaneously effect an additional guidance of the lower end of the vertical bow supports 12, these are guided on the respective bearing pin 14 by means of an elongated hole 12a.
  • the lower ends of the scissor arms 13 are pivotally fastened by means of joints 15 formed on clamps or weld-on brackets just above the drives 7 to the respective adjacent brackets 6, while the upper ends of the scissor arms 13 are articulated to the bow support 12 of the lifting bow 11 via paired connecting rods 16.
  • the zenith of the lifting bow 11 is in the normal position at the same height as the rigid bow 6, so that the tarpaulin 5 smoothly over the alternating Bow 6 and hoop bow 11 spans. If, on the other hand, the bow 6 is pushed together with the aid of its drives 7, the lifting bow 11 located between them is raised automatically with the aid of the lifting scissors. This has the effect that the folds 5a of the tarpaulin 5 which form when the bow 6 is pushed together do not protrude into the loading profile predetermined by the shape of the bow 6, but are pressed outwards according to FIG. 4, which shows adjacent bow 6 in the pushed-together position .
  • the loading space profile is kept free from the penetration of folds 5a 'of the tarpaulin 5; in addition, the tarpaulin 5 can no longer be damaged when the bows 6 are pushed together by cargo which is located on the loading floor and is towering too high.
  • FIGS. 5 and 6 A variant of the scissor lifting linkage, in which the lifting of the lifting bow and thus the opening of the tarpaulin hood is supported by energy stores, is shown in FIGS. 5 and 6 .
  • the additional transverse guidance of the vertical hoisting bow support 12 on the universal joint (bearing pin 14) is omitted in favor of supporting the scissor arms 13 on the bow supports of the movable hoops 6 in the upper direction.
  • the connecting rods 16 are articulated in the upper region of the section of the scissor arms 13 between the universal joint and the upper support.
  • the latter comprises, in a mirror image arrangement on both sides of the lifting shears, guide parts 17 which are fastened to the bow supports of the adjacent movable bow 6.
  • Each guide part 17 has an elongated hole 18 in which a bearing axis 19 of a roller 20 is guided so as to be vertically displaceable.
  • This bearing axis 19 is attached to the upper end of the respective scissor arm 13 so that the roller 20 can roll on the vertical bow support when the adjacent bow is pushed together and pulled apart.
  • the forced guidance of the bearing axles 19 in the elongated holes 18 prevents the rollers 20 from being lifted off the bows 6, especially when the tarpaulin cover is closed.
  • At least one of the two rollers 20 per lifting bow 11 is supported in the vertical direction indirectly on an energy store 21 - here designed as a helical compression spring - which counteracts the vertical weight force component which is exerted by the lifting bow 11 via the oblique connecting rod 16 on the upper scissor arm 13, and which biases the scissor arms in the direction of their extended position.
  • the horizontal component of the weight force presses the roller 20 against the vertical bow support.
  • the energy accumulator 21 is stabilized transversely in the exemplary embodiment by a guide rod 22 which extends longitudinally through the spring cavity.
  • an angle 23 is fastened to the guide piece 17, the horizontal limb holding the energy accumulator 21 being penetrated by the guide rod 22 and guiding it - likewise in the vertical direction - so as to be displaceable.
  • the upper end of the energy accumulator 21 is supported on the bearing of the bearing axis 19.
  • each roller 20 or its bearing axis 19 is guided linearly on both sides of the roller on the vehicle being carried out, two guide parts 17 each roller and also the energy accumulator 21 and its guide surrounded by two shells in a box-like manner and thus protecting them from damage in rough railway operations.
  • the support provided here by a force accumulator can also be carried out on both sides on both scissor arms 13 if required.
  • a force accumulator can also be carried out on both sides on both scissor arms 13 if required.
  • coil springs other types of energy storage, z. B. gas springs can be used.
  • the roller 20 runs vertically upwards when the tarpaulin hood is opened under the pressure of the energy accumulator 21 on the bow 6.
  • FIG 6 the collapsed position of two adjacent bow 6 is outlined, in which the partially relieved energy store has expanded.
  • the connecting rods 16 are vertical in the end position, the weight of the lifting bow and the tarpaulin raised by it have no or only a small lever against the mobile bow.
  • the horizontal component of the weight force has almost disappeared, while the energy accumulator still exerts a small preload force.
  • An automatic lowering of the lifting bow - and an undesired closing movement of the open tarpaulin cover - under the weight of the raised lifting bow and tarpaulin folds is avoided.
  • lever lengths in the lifting linkage and the spring rate of the energy accumulator must be carefully coordinated with each other and with the lifting bow and tarpaulin weight.
  • a traveling drive for the front-mounted hoop drives with which the operating personnel can remove the tarpaulin hood from a handwheel or a plug-in coupling for a hand-held drive machine End faces from or towards these can move longitudinally.
  • FIG. 7 A greatly simplified schematic diagram of such a drive is shown in FIG. 7 .
  • a double-sided drive can be installed even with one-sided force or torque introduction at an operating point 24 via two non-self-locking bevel gears 25 and as a power transmission a flexible shaft 26 connecting the gears (indicated by dash-dotted lines) .
  • the shaft 26 extends along the tunnel arch formed by the tarpaulin cover and is preferably arranged within one of the movable bows 6. To simplify this figure, the lifting bow has been omitted.
  • FIG. 7a shows, with the detail a encircled in FIG. 7, a sectional sketch from a drive side with the operating point 24.
  • a handwheel 27 is attached to this, with which a main shaft 28 of the angular gear 25 can be rotated manually.
  • a square can be provided in the hub of the handwheel 27 as a coupling for attaching a drive machine.
  • the flexible or articulated shaft 26 is coupled to an output shaft of the angular gear 25 pointing upwards at an angle to the main shaft 28, while a pinion 29, preferably by means of a torsionally flexible coupling, is fastened to the inner end of the continuous main shaft on the carriage side.
  • a toothed rack 30 which in turn is fastened to the underframe 1 of the rail freight wagon and extends parallel to the running rails 8 for the drives 7 of the bow 6 over its entire length between the end faces 2.
  • Pinion and rack form the drive means in the narrower sense.
  • the toothed rack / roller chain 30 is preferably fastened directly to the running rail 8 or by means of a continuous angle profile 31 on supporting elements provided for this purpose.
  • the first two bow on each end of the car are firmly connected to each other in a known manner by sheets and can not be pushed together. This gives the rotating drive to be arranged in this area a broad, tilt-proof base on a chassis formed from four drives 8.
  • the chain only needs to be hung on the base frame 1 or on the angle section 31 at spaced apart points, since a possible small sag cannot have a disruptive effect on the engagement of the pinion 29. It is prevented from evading upwards by the angle profile 31; in this arrangement it is protected against damage in the best possible way.
  • the pinion 29 also rotates in the same sense and runs along the rack 30.
  • the flexible shaft 26 also rotates synchronously and drives the second non-self-locking bevel gear 25 to drive the pinion located on the other side of the car, which rotates in the same direction as the pinion 29 and in turn runs along or under a rack / roller chain.
  • the operator walks along the long side of the trolley during opening so that it can precisely determine the desired opening width.
  • an operating point of the same type can also be provided on the angular gear on the opposite side, so that the drive can be operated optionally from both long sides.
  • a further drive device of the type described here is provided on the other end face of the tarpaulin hood wagon, which cooperates with the same rack 30.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Tents Or Canopies (AREA)
  • Body Structure For Vehicles (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)

Claims (10)

  1. Wagon ferroviaire à marchandises, avec un bâchage (4) s'étendant au-dessus d'une plate-forme de chargement dudit wagon et formée par plusieurs arceaux (6) portant une bâche continue (5) avec des parois latérales, lesdits arceaux déplacables au moyen des trains de roulement (7) le long des rails (8) disposés au niveau de ladite plate-forme de chargement dans une zone des longerons extérieurs (9) du châssis du wagon pour l'ouverture du wagon, les arceaux mobiles en forme de portique comprenant, dans la zone des parois latérales du bâchage, des supports d'arceaux en appui vertical sur lesdites trains de roulement (7),
    caractérisé par la disposition, entre deux arceaux (6) mobiles sur les rails (8) au niveau constant, d'un arceau de levage (11) soulevable mécaniquement en ligne droite d'une position normale portant ladite bâche (5) lorsque le wagon est fermé dans une position saillante soulevante essentiellement des plis (5a) de ladite bâche hors de l'espace de chargement existant du wagon fermé.
  2. Wagon ferroviaire à marchandises selon la revendication 1,
    caractérisé par le fait que les arceaux équipés des trains de roulement sont également pourvus d'un dispositif de levage mécanique.
  3. Wagon ferroviaire à marchandises selon la revendication 1,
    caractérisé par le fait que des arceaux de levage (11) sans trains de roulement sont soulevables au niveau de leur supports d'arceaux verticaux au moyen d'une fourche de levage dont les branches se croisant sont articulées d'une part aux arceaux (6) voisins, d'autre part au support d'arceau (12) de l'arceau de levage (11) par des barres de liaison (12),.
  4. Wagon ferroviaire à marchandises selon la revendication 3,
    caractérisé par le fait que chaque support d'arceau (12) des arceaux de levage (11) est guidé, par l'intermédiaire d'une rainure (12a), sur une cheville-palier reliant les deux branches (13) de ladite fourche de levage de manière pivotante.
  5. Wagon ferroviaire à marchandises selon la revendication 3 ou 4,
    caractérisé par le fait que chacune desdites branches (13) prévues au soulevage d'un arceau de levage (11) s'appuie à une extrémité sur un arceau mobile adjacent par moyen d'un galet (20), étant attribué à chaque galet (20) et à chaque axe (19) de palier au moins un élément de guidage (17) empêchant le soulèvement dudit galet hors de l'arceau.
  6. Wagon ferroviaire à marchandises selon les revendications 1, 3 ou 5,
    caractérisé par le fait qu'au moins un accumulateur de force (21) soit attribué à chaque arceau (12) de levage, l'accumulateur s'appuyant d'une part sur un arceau mobile équipé d'un train de mouvement (8) et étant chargé, d'autre part, au moins d'un composant du poids de l'arceau de levage (11) au moyen d'une tringlerie de levage (13, 16).
  7. Wagon ferroviaire à marchandises selon les revendications 5 et 6,
    caractérisé par le fait que ledit accumulateur de force (21) s'appuie d'une part sur l'axe de palier d'un des galet (20) et d'autre part sur l'arceau (6) sur lequel ledit galet (20) se déplace.
  8. Wagon ferroviaire à marchandises selon l'une des revendications précédentes,
    caractérisé par le fait qu'un dispositif d'entraînement pour le déplacement des arceaux équipés des trains de roulement le long desdits rails est prévu, ledit dispositif comprenant
    - au moins une station de commande (24) pour l'introduction d'une force ou d'un couple de rotation et des moyens d'entraînement (29, 30) couplés avec la station de commande (24) sur un des grands cotés du wagon ferroviaire aussi
    - qu'une transmission de force (26) le long de l'arche-tunnel formée par ledit bâchage (4) pour la transmission d'un mouvement rotatif de ladite station de commande (24) aux moyens d'entraînement (29, 30) sur le grand côté opposé.
  9. Wagon ferroviaire à marchandises selon la revendication 8,
    caractérisé par le fait que chaque dispositif d'entraînement comprend un engrenage angulaire (25) sur chaqun des grands côtés du wagon ainsi qu'un arbre flexible ou articulé (26) reliant l'un à l'autre lesdits deux engrenages, et
    étant prévu, à chaque engrenage angulaire (25), un petit pignon (29) engrénant dans une crémaillère (30) fixée au châssis (1) du wagon,
    et les deux petits pignons (29) étant entraînables dans une direction rotative équidirectionellle au moyen de ladite station de commande (24).
  10. Wagon ferroviaire à marchandises selon la revendication 9,
    caractérisé par le fait que ledit arbre flexible ou articulé (26) est logé essentiellement à l'intérieur d'une cavité formée par un des arceaux (6) et de son supports d'arceaux.
EP94100149A 1993-01-30 1994-01-07 Wagon à marchandises Expired - Lifetime EP0609655B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE4302647 1993-01-30
DE4302647 1993-01-30
DE9309466U 1993-06-25
DE9309466U DE9309466U1 (de) 1993-01-30 1993-06-25 Eisenbahngüterwagen

Publications (2)

Publication Number Publication Date
EP0609655A1 EP0609655A1 (fr) 1994-08-10
EP0609655B1 true EP0609655B1 (fr) 1997-05-07

Family

ID=25922650

Family Applications (1)

Application Number Title Priority Date Filing Date
EP94100149A Expired - Lifetime EP0609655B1 (fr) 1993-01-30 1994-01-07 Wagon à marchandises

Country Status (7)

Country Link
EP (1) EP0609655B1 (fr)
AT (1) ATE152680T1 (fr)
DE (2) DE9309466U1 (fr)
DK (1) DK0609655T3 (fr)
FI (1) FI940359A7 (fr)
HU (1) HUT67885A (fr)
NO (1) NO300036B1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE514857C2 (sv) 1997-06-02 2001-05-07 Jonsson & Paulsson Ind Ab Täckanordning för järnvägsvagn
DE29808736U1 (de) 1998-05-14 1998-09-17 Franz Miederhoff Ohg, 59846 Sundern Horizontalspanner für Seitenspannplanensysteme
EP1116635A1 (fr) 2000-01-13 2001-07-18 Grandwaggon Aktiebolag Une pièce terminale d'un assemblage de capot pour moyens de transport de marchandises
FR2807990B1 (fr) * 2000-04-21 2005-08-26 S T C Snem Tolerie Chaudronner Systeme de bachage/debachage notamment pour vehicule de fret tel qu'un wagon de chemin de fer
FR2835227B1 (fr) * 2002-01-29 2004-05-14 D F G Systeme de bachage/debachage notamment pour vehicule de fret tel qu'un wagon de chemin de fer
DE102014013626A1 (de) * 2014-09-19 2016-03-24 European Trailer Systems Gmbh Verdeckgestell für einen Planenaufbau eines Transportfahrzeugs
DE202014007492U1 (de) 2014-09-19 2014-10-09 European Trailer Systems Gmbh Verdeckgestell für einen Planenaufbau eines Transportfahrzeugs
CN105923002B (zh) * 2016-05-16 2018-03-02 中车眉山车辆有限公司 一种铁路平车用可推拉伸缩活动蓬
CN107628047B (zh) * 2017-09-27 2023-07-18 株洲华盛实业有限公司 一种铁路货运敞车折叠式活动顶盖的开闭方法及开闭机构

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1863957A (en) * 1929-06-17 1932-06-21 Woolcott Convertible Top Compa Cover for land vehicles
GB2157246B (en) * 1984-04-10 1987-11-25 Structure Flex Limited Retractable cover assembly for a load carrying vehicle
GB2175632B (en) * 1985-04-01 1988-06-08 Freight Bonallack Ltd Curtain sided vehicle
DE3925789A1 (de) * 1989-08-04 1991-02-07 Talbot Waggonfab Eisenbahngueterwagen
DE4007033C1 (fr) * 1990-03-07 1991-08-01 Linke-Hofmann-Busch Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter, De
DE9108115U1 (de) * 1991-07-02 1992-10-29 Ed. Scharwächter GmbH & Co. KG, 5630 Remscheid Zusammenschiebbares Verdeck für Fahrzeuge oder Fahrzeugaufbauten

Also Published As

Publication number Publication date
DE59402623D1 (de) 1997-06-12
DE9309466U1 (de) 1993-09-30
ATE152680T1 (de) 1997-05-15
FI940359A0 (fi) 1994-01-25
NO300036B1 (no) 1997-03-24
NO940292D0 (no) 1994-01-27
DK0609655T3 (da) 1997-10-13
NO940292L (no) 1994-08-01
EP0609655A1 (fr) 1994-08-10
HUT67885A (en) 1995-05-29
FI940359A7 (fi) 1994-07-31
HU9400261D0 (en) 1994-05-30

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