• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
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  • 优先权
    • 专利摘要:
    538 3 Summary Railway carriage comprising a body (2) in the form of a stitch, which is connected to and supported at at least one point by the respective bogie (4a, 4b; 4c) and arranged to absorb tensile and compressive forces, and a load carrier (3 ; 3a; 3b; 3c), which load carrier is loosely supported on the frame. The load carrier is provided with a frame construction comprising at least two bottom beams (50) and at least one double beam (55) at each bogie for transferring the weight of the load carrier to the middle. At least one support point arranged at each bogie. The bottom beams there are placed on each side of the trunk, in which the frame structure abuts the trunk, and the bottom beams (50) provided with support members (51) arranged to support against complementary support members (52) are located approximately in the middle of the respective support point. The body Or fitted with a longitudinal stop (2a) may prevent displacement of the load carrier in the longitudinal direction of the railway carriage.
    公开号:SE538320C2
    申请号:SE1251446
    申请日:2011-06-29
    公开日:2016-05-10
    发明作者:Bengt Bolsöy；Fredrik Kangas；Daniel Kangas
    申请人:Kiruna Wagon Ab；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION The invention relates to a railway wagon according to the preamble of claim 1. Background of the invention What is desired of a logistics system is that it should have high efficiency, high flexibility, low procurement cost, low operating cost and low operating cost.
    Rail transport is possibly relatively environmentally friendly, but the other requirements are not met other than possibly in special transport cases. Railway carriages are instead heavy, at the expense of load capacity, and expensive to purchase and operate.
    It is also very expensive to build the railway itself, which means that rail transports can rarely be done "from door to door". Transhipments are therefore needed, which significantly increases the total transport time and the risk of problems. Wide transport between different countries also sometimes has different gauge, which also means transhipments.
    Another major reason for the disadvantages of the railway is that railway carriages are expensive to manufacture and type-approved co-manufactured for a specific area of use for a very long service life, normally 30 years. This service life is so long that it is not possible to have a detailed knowledge of the transport needs for such a long time to come. Acquiring railway carriages thus entails a very large financial risk.
    Railway carriages are therefore often designed for as many areas of use as possible. As a result, carriages in the end are rarely optimal for their purpose. In many cases with special types of goods, it is not possible to even consider rail transport, as there are no wagons for this type of goods and it is for each individual user in many cases too expensive and time consuming to develop completely new wagons from the base for a specific need. In other cases, mankanske can e.g. do not take advantage of the possibility that a haulage section can handle a larger wagon weight, as this type of wagon may not be available.
    The long service life of railway cars, in combination with being exposed to fatigue loads, means that they must be made very solid. This makes them heavy and thus even more expensive.
    Today, there are high-strength steels with the help of which one could potentially lower the car weights. Unfortunately, the fatigue load also has the disadvantage that one cannot take advantage of these steel grades.
    In order to greatly improve the conditions for rail transport, it would be necessary to make it possible to easily change railway wagons for different conditions and uses, drastically reduce the need for transhipments and make them lighter and thus cheaper by minimizing the fatigue-laden parts.
    Transport of bulk goods presents special challenges in that it is difficult to combine a structurally simple and thus cheap and maintenance-friendly railway carriage, with a cost-effective method of unloading the goods.
    One solution is to use bottom or side emptying trolleys. However, this makes each trolley extra complicated with movable doors. If you have a large number of carriages, this means a considerable extra cost compared to carriages without doors.
    The hatches also entail extra maintenance costs and the risk of the mechanisms being broken. In addition, each wagon becomes heavier at the expense of the load capacity.
    The cheapest way to transport bulk material by rail is to use the simplest conceivable wagon, basically a single box on wheels. This minimizes the cost of purchasing and maintenance. The problem is that these trolleys are difficult to empty in a cost-effective way.
    Today, there are basically two ways to empty such carts. It is one thing to use an excavator. This solution is time consuming and goes hard on the wagons. Another way is to use a so-called wagon turner. Trolley turners work in such a way that they empty the trolleys by rotating the entire trolley together with the part of the rails on which the trolley stands. However, these machines are very expensive to purchase and maintain. In addition, each trolley must be equipped with expensive and sensitive rotary bar couplers. These are not even approved in Europe. In addition, the solution has the disadvantage that it is dangerous to clean wagons carrying loads, as this is done with the wagons upside down. Special, expensive machines are also required for positioning the wagon type, as the locomotive cannot position the wagons in the unloading station with the required precision.
    From US 1940732 a railway carriage is known, whose load carrier is tilted to the side by means of a hydraulic cylinder, which is arranged to act on one long side of the load carrier. However, a pivot axis about which the load carrier is arranged to be tilted is located on the body of the railway carriage, which means that the load basket cannot be tilted at as large an angle as is desirable, especially in the case of cluttered loads.
    DE 1151219 B discloses a device for emptying a load carrier loosely supported on a railway carriage by turning it. Summary of the invention An object of the invention is to provide a simple and inexpensive transport device / railway carriage comprising the load carrier.
    Furthermore, the load carrier must be able to be turned / tipped more or less up and down, ie. approx. 180 °, especially for unloading of clad / difficult-to-empty load.
    Furthermore, in the unloading station it must be possible to help unload the load with the help of e.g. wheel loader.
    Furthermore, it must be possible to replace the load carrier carried on the frame depending on which goods are to be transported and to change the length of the frame. Furthermore, it must be possible to replace the bogie.
    Furthermore, it must be possible to change to different couplings on the transport device.
    This object is achieved with a railway carriage comprising a frame in the form of a rod, which is connected to and supported at at least one point by a bogie at each end of the frame and arranged to absorb tensile and compressive forces, and a load carrier, which load carrier is loosely supported on the frame. and the characteristic of the railway carriage is that the load carrier is provided with a frame construction comprising at least two bottom beams and at least one cross beam at each bogie for transferring the load carrier's weight to the wheels via the frame at points directly above the points where the frame is supported by the wheels, that the bottom beams are located , when the frame structure supports the frame, the bottom beams are provided with support means arranged to support complementary support means on the bogie, and that the frame is provided with longitudinal stops to prevent displacement of the load carrier in the longitudinal direction of the railway carriage.
    Preferred embodiments are set forth in the dependent claims. Brief description of the invention The invention is described in more detail below with reference to the accompanying drawings, in which - Fig. 1 is a schematic sectional end view of a bogie schematically shown supporting the bottom of a load carrier, - Fig. 2 illustrates a schematic view of possible combinations that can be built by means of a transport trolley comprising a central drawbar, - Fig. 3 is a schematic side view of a system comprising unloading station and a transport device, preferably a railway trolley for ore transport, whose load carrier is reversible in the unloading station. Fig. 4 is an enlarged partial view of a part of a device for turning the load carrier in Fig. 3. Description of preferred embodiments In the following description and claims, the term bogie is used, but it is obvious to the person skilled in the art that the bogie can be replaced by a pair of wheels.
    As stated above, the object of the invention is to provide a simple and inexpensive transport device comprising the load carrier.
    The transport device / railway carriage must in principle handle two large forces, one is the ridge forces, ie. tensile and compressive forces and the other is to carry the load. The cough transport device according to the invention has therefore these two forces divided into two separate components - a drawbar or a self-supporting load carrier. The load carrier's weight is transferred down to the wheels via the drawbar at points directly above the points where it has support from the wheels. The weight from the load carrier thus goes in the shortest possible way through the tie rod and without bending it. In principle, stiffening shots in the drawbar are enough to cope with this. To reduce the total height of the trolley, the load-bearing elements can be designed as two beams which are placed on each side of the drawbar.
    For the sake of balance, the load carrier will also be able to either lean against, or if necessary, be able to lean against the side support on the bogie / wheels.
    The load carrier is in principle completely loose on the chassis, but can be locked at this if necessary. To prevent undesired longitudinal displacement, longitudinal stop 2a can e.g. in the form of lugs the drawbar, be arranged, see Fig. 2. This longitudinal stop can cooperate with e.g. a suitably placed crossbeam on the underside of the load carrier. Correspondingly, unwanted lateral slides are prevented.
    Because the two different main forces are absorbed by separate structural parts, it is easier to optimize the design of these for their respective load cases, compared with if they had been integrated with each other. The parts can also be given a less complex design, which greatly facilitates strength calculation and manufacture. In this way, they can be made exactly strong enough to absorb the required forces.
    Because the load carrier is in principle detachable and self-supporting, it can be lifted off the trolley. It offers several great benefits. For example. you can choose to design the load carrier for shorter life than the chassis. This makes the load carrier easier to carry, which means that you can transport more goods with each transport and thus earn any extra costs that arise due to having to change the load carrier more often than if it had a longer service life.
    Furthermore, it is possible to dampen the load carrier from fatigue vibrations in the chassis. This means that only the wheels with peripheral equipment and the minimal drawbar will be fatigued, while a large part of the trailer - the load carrier - will not be. The load carrier can thus be allowed to be subjected to several times as much load and can therefore be made considerably much lighter.
    For the same reason, you can use and take full advantage of the distributors with the strength of the high-strength steels load carrier. This can make it much easier for another reason.
    A non-limiting example of a transport device / carriage is shown in Figs. 1-4, in which it appears that it comprises a body 2 intended primarily for absorbing tensile and compressive forces, which body is connected to and supported at least one point by the respective bogie 4a, 4b at each end of the frame, and a load carrier 3. In the embodiment shown, the frame comprises an elongate drawbar 2. The load carrier 3 is provided with a frame structure, which may comprise interconnected bottom beams 50, side beams 53 and a load-bearing top beam 54, intended to bear the weight of the load carrier and the load carried by the load carrier and transfer it to the center above each bogie. The bottom beams 50 are located on each side of the drawbar 2 and are provided with support means 51 intended to support counter-complementary support means 52 located approximately at the center of the respective bogie 4a, 4b.
    In Fig. 1 is a schematic sectional end view of a bogie with a schematically shown crossbeam 55. The side beams 53 and the crossbeam 55 are preferably mutually offset in the carriage longitudinal direction. In this embodiment, the bottom beams 50 are provided with side supports 5la which rest against support means 52, which extend in line with and are placed between the pairs of wheels in the bogie 4a. Furthermore, the bottom beams 55 on their side facing the drawbar 2 are provided with guide means 56 for the guide load carrier 3, when it is placed on the carriage chassis / drawbar. These guide means 56 also prevent the load carrier from moving laterally.
    By designing the trolley in the above-mentioned manner, the top beam can be used to easily lift the load carrier between different trolley bases, which in the case of railway trolleys have different track widths, or from railway to truck / semi-trailer / dumper or vice versa.
    By designing the trolley in this way, different long load carriers can be placed on the frame, which in such a case has a length adapted to the load carrier.
    It is obvious to the person skilled in the art that because the load carrier is loosely arranged on the chassis, it can be moved between different trains / modes of transport or the chassis with different track widths. be made by means of container trucks, terminal cranes or unloading trucks. This means that you can avoid a lot of transhipments of goods. Take for example a company, mine or perhaps a forest that is being felled and located some distance from a railway. Then you can load in load carriers that are driven by trucks to the nearest railway terminal. There, the load carriers can then be reloaded into trains.
    An advantage of the load carrier being provided with the bottom beams 50 is that they can act as a support when the load carrier is placed on the ground or some other surface. This enables the load carrier, standing on the ground, to be loaded, used as a warehouse and on occasion lifted onto a vehicle / train or the like for transport. In this way you do not have to have e.g. an entire train or truck waiting during loading. Unloading, one can take advantage of being able to change the loaded load carrier towards an empty one and thus keep the vehicles occupied more efficiently.
    An example of a load carrier for bulk goods has been described above, as shown in Fig. 2, it is possible to use different types of load carriers intended for transport of eg timber 3b, liquid 3c mm. It is also possible to place a frame 70 on the drawbar / bogies to enable transport of containers 3a, the frame having substantially the same size as the bottom of the container. In this way, you can easily convert your trailers according to the transport needs you have at each time by having several different types of load carriers for each chassis. In other embodiments, the transport device can also e.g. the self-carriage frame / drawbar is modified. More specifically, it can be replaced to adjust the length and strength as needed. One can also have a group of frames intended for pre-emptying load carriers. The wheels can also be replaced with different types. In some cases you want single-axle carriages 4 and other times carriages with bogies 4a, 4b. These in turn can be made for different axle loads.
    When a type of chassis has been approved with a certain load carrier, relatively simple simulations are only required to get the same chassis approved for another load carrier. As the load carrier is considerably cheaper than the chassis, it is possible to produce new load carriers relatively cheaply as needed.
    Fig. 2 further shows that the ends of the coupling 2b, 2c can also be replaced. You can switch between, for example, standard coupler 2c and central coupler 2b. For example, if you open a mine and have small transport needs to begin with, you can have trolleys with standard leashes. Then you can send sine carriages in system trains with carriages from different carriage owners. When the need for near capacity increases and you get longer and heavier trains, you may need to switch to automatic coupling / central coupling 2b. Furthermore, the ends of the drawbar are provided, in the case of standard coupling 2c, with buffers 2d.
    It is obvious to the person skilled in the art that, in case national legislation or other rules so require or that there is a need, the load carrier can be firmly connected to the carriage chassis / drawbar_ Because the load carrier is loosely supported on the trolley chassis can easily be moved / lifted between for example different gauge, or from railway to truck / semi-trailer / dumper or vice versa.
    It can be seen from Fig. 3 that a system comprises a transport device, in the case shown, a railway carriage, which comprises a frame or a carriage chassis in the form of an elongate rod 2 which is supported at each end of a bogie 4a, 4b. A load carrier 3 is loosely supported on the frame. The load carrier is externally provided at a first side 5a and a second opposite side 5b with engaging points 6a, 6b. These points of engagement are identical and symmetrically located in relation to the first and the second side 5a, 5b of the load carrier 3. Preferably, the points of engagement are located below the level of the bottom of the load carrier 3.
    Furthermore, the system comprises a first turning device 10 arranged to come into engagement with the load carrier's engaging points 6a at the first side 5a and partly to influence the load carrier before turning it by the first device lifting the first side of the load carrier. When lifting the first side 5a of the load carrier 3, a second turning device 11 is arranged to come into engagement with the load carrier engagement points 6b at the second side 5b and to act as a load carrier for the load carrier. More specifically, the lifting of the first side causes the second side of the load carrier to "niger", the engaging points 6b on the second side of the load carrier being displaced vertically downwards and then coming into abutment bearing means 12 of the second turning device 11, which bearing means 12 cooperate in this position with the engaging points 6b. AA, as will be described in more detail below with reference to Fig. 4.
    Fig. 4 shows arms 11a, 11b raised to their active position with actuating means not shown, in which position the arm bearing means 12 are aligned and arranged to cooperate with the engagement points 6b. When engaging between the points of engagement and the bearing means, an axis of rotation A-A is formed, around which the load carrier can be turned / tipped, the arms acting as load carriers for the load carrier when it is turned.
    By placing the axis of rotation separate from the body of the trolley at the same time as it acts as a load carrier for the load carrier, it has become possible to turn / tip the load carrier more or less upside down. You also do not get any stability problem with the frame / carriage chassis when turning the load carrier. A further advantage of placing the axis of rotation separate from the body of the carriage is that the total weight of the carriage is reduced. According to the invention, the "load-bearing hinge" is integrated in the unloading station and not in the carriage, and more specifically in the form of the second turning device. Furthermore, the "load-bearing hinge" must be located at or below the level of the bottom of the load-carrier.
    By placing the engagement points 6a, 6b at the lower edge of the load carrier, only the bottom construction of the load carrier needs to be made strong with the engagement points. Furthermore, the self-load carrier is not exposed to any lateral forces, so the load carrier does not need to be stiffened and any top beam and side beams are made relatively weak. This means that the load carrier can be made lighter and thus take more load.
    权利要求:
    Claims (8)
    [1]
    Railway carriage comprising a body (2) in the form of a rod, which is connected to and supported at at least one point by a bogie (4a, 4b; 4c) at each end of the body and arranged to absorb tensile and compressive forces, and a load carrier (3; 3a; 3b; 3c), which load carrier is loosely supported on the frame, characterized in that the load carrier is provided with a frame construction comprising at least two bottom beams (50) and at least one cross member (55) at the respective bogie for transferring the load carrier weight to the wheels via the frame (2) at points directly above the points where the frame (2) has protruded from the wheels, that the bottom beams are placed on each side of the frame (2), then the frame structure abuts the frame, that the bottom beams (50) are provided with support means (51) arranged to support against complementary support means (52) on the bogie, and that the frame (2) is provided with longitudinal stop (2a) in order to prevent displacement of the load carrier in the longitudinal direction of the railway carriage.
    [2]
    Railway carriage according to claim 1, characterized in that the load carrier (3) is externally at a first (5a) and a second (5b) opposite side provided with symmetrical engaging points (6a, 6b) intended to come into engagement with at least two water devices (10). , 11) which allow irrigation of the load carrier, wherein one irrigation device engages the engagement points on one side and the other irrigation device engages the engagement points on the opposite side, and that the turning of the load carrier (3) is effected via an axis of rotation (AA) 13 538 3 formed by a second water device (11) and the engagement points (6b) arranged on one side of the load carrier.
    [3]
    Railway carriage according to claim 2, characterized in that the axis of rotation (A-A) is separate from the body.
    [4]
    Railway carriage according to claim 1, characterized in that the load carrier (3; 3b; 3c) is constituted by a load carrier for transporting materials selected from bulk material (3), timber (3b) and liquid-shaped material (3c).
    [5]
    Railway carriage according to claim 1, characterized in that a frame (70) is placed between the frame (2) and the load carrier (3) in the case where the load carrier is constituted by a container (3a).
    [6]
    Railway trolley according to one of Claims 1 to 5, characterized in that the body (2) can be provided at its ends with a leash (2b; 2c) and buffers (2d).
    [7]
    A trolley according to claim 6, characterized in that the coupling carries a central coupling (2h) or a standard coupling (2c).
    [8]
    Railway carriage according to any one of claims 1-7, characterized in that the railway carriage comprises a chassis which is arranged interchangeably for adaptation to different saving widths. 14 538 3 scics- -) ..--. / -7 9 (Cs1- "0 CI cl Lo N 03 0 Cs1 C) 03 01 LO 0 Cs1" ■ „._ 03` ° / t
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    同族专利:
    公开号 | 公开日
    SE1251446A1|2012-12-18|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    PCT/SE2011/000125|WO2012002873A1|2010-06-30|2011-06-29|A system for turning a cargo carrier as well as a transport device provided with a loose cargo carrier|
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