Note: Descriptions are shown in the official language in which they were submitted.
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The invention relates to a railway vehicle ~or trans-
~erring containers and the like to setting-down surfaces to
the side of the vehicle, particularly located below the over-
head lines for electric locomotives.
The transloading o~ containers and the like on the
railways is limited to terminal~, whose tracks are not
equipped with overhead electric lines, 60 that a train pulled
by an electric locomotive must be uncoupled ~rom the latter
be~ore loading or unloading, be~ore being moved into the sid-
ing with a shunting or switching locomotive. A~ter loading
or unloading the train is again shunted out of the siding by
the shunting locomotive and is then coupled up to the main
line locomotive.
As a result of the time involved in this procedure
container trains are unable to 6erve intermediate station6 in
which the containers are loaded and unloaded and instead the
loaded and unloaded trucks have to be shunted in and out.
There~ore a block train system is not achievable. Normally
container trucks are used in the express freight network.
~ any tests and trials have proved the advantages
of loading and unloading containers ~rom the trucks a~ com-
pared with the conventional shuntin~ procedure and various
601utions have been proposed ~or loading and unloading at
intermediate stations.
Thus, for example, a transloading system for con-
tainers and pallets with preparation ramps is known, whereby
loading and unloading apparatus for road vehicles, aQ well
as tracks for the container trains are associated with said
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ramps, which also have rollers for the computer-controlled
movements of the containers. In this known system the
ramps provided with transversely conveying roller units have
in the longitudinal centre thereof longitudinal conveying
systems at the same level with transversely conveying roller
units, the rollers of the latter, as well as the rollers of
the transversely conveying roller units on the trucks being
adapted shapewise to the grooves on the bottom of the con-
tainer or pallets and arra~ged in module-like manner.
All the existing solutions require significant
chanes to the existing system in the initial phase and this
leads to a high level of expenditure. Following the intro-
duction of the proposed solutions complete integration with
the existing railway shunting system would not be possible.
Various constructions of container trans~er
apparatus mounted on vehicles are known.
Thus, a vehicle with a transfer a~ratus for con-
tainers is known which comprises a frame arranged above the
vehicle platform which i~ vertically adjustable by means of
hydraulic working cylinders. This frame running in the
longitudinal direction of the vehicle platform has in each o~
its terminal areas a jib telescopically movable at right
angles to the longitudinal direction of the flatcar, whereby
each free end of said jibs carries a loading ~rame for the
attachment of the containers~ Each loading frame is fitted
on the telescopically movable jib in such a way that one end
thereof is fixed to the free end of the outer extendable jib,
ll~ 35
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whil~t the rear loading frame end is guided on the jib in such
a way that on extending the jib the loading frame is dis-
placed by the outer jib arm, whilst the rear end of the load-
in~ ~ra~e i8 held and guided on the jib. The vehicle pro-
vided with this transfer apparatus is also equipped with
ground supports permitting a vertical supporting action~ so
that for vehicle stability reasons long jibs cannot be used.
In sddition~ said known trans~er apparatus is constructed in
such a way that containers can only be transferred to one
side, namely to the side of the flatcar towards which the
jibs can be extended. Therefore-it is not possible to
transfer the load onto setting-doun surfaces on~he other side
of the vehicle. Due to the vertical displaceability of the
jibs with the loading frame it is possible to superimpose a
plurality of containers.
Another known transloading apparatus for railway
vehicles comprises a crane bridge movable at right angles to
the longitudinal direction of the vehicle on guide rails and
which on either side and ~pecifically at right angles to the
longitudinal direction of the vehicle has extendable and
retractable jibs carrying compact-carriages and li~tin~ mem-
bers. In this known apparatus the crane bridge is posit-
ioned at right angles to the longitudinal direction of the
vehicle and can be moved parallel to the latter, whilst the
jibs and carriages are extendable and retractable at right
angles to the longitudinal direction of the vehicle.
In another known transfer apparatus in the form of
a li~ting and sliding mechanism for covered railway trucks
a crane bridge-like supporting ~rame with an extendable and
retractable jib is provided below the roof of a railway
vehicle and at right angle6 to the longitudinal direction
thereof. A hoisting cable for the load to be transferred
ia positioned above the free end of the jib. The supporting
frame is movable in the longitudinal direction of the vehicle
by means o~ guide rails extending in said direction.
Another transfer apparatus for loads on railway
trucks is known, which is constructed in such a way that it
is possible to transfer the load to either slde of the truck.
To this end the transfer apparatus comprises two guide rails
for a transfer truck or loading frame arranged on the vehicle
platform and at right angles to the longitudinal direction
thereof. Two lateral retractable and extendable jibs are
arranged to the sides of the platform in the vicinity of the
two rails for the transfer truck. The jibs carry further
tracks and are constructed in such a way that when the jibs
are swung out their tracks are connected to the tracks on
the vehicle plat~orm, so that the transfer truck can be
moved laterally out of the inside o~ the truck. In add-
ition the two jibs are vertically adjustable on either side
of the platform, so that a load can be transferred from the
higher platform of the railway vehicle to a lower, laterally
positioned setting-down surface. However, it is a dis-
advantage of this known construction that the transfer truck
is not suitable for larger containers and can only receive a
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small load which, by means o~ the trans~er truck~ can be
moved out o~ a closa~le opening provided in the side o~ the
railway truck.
The problem of the present invention is therefore
to provide a railway vehicle for trans~erring containers to
setting-dor~n surfaces located to the side o~ the vehicle,
which can travel on tracks whilst adhering to the prescribed
~ree pro~ile o~ the railway or whilæt adhering to the clear-
ance limits and which permits a large number of loadine pro-
cesses with respect to loading unit~ with the most varied
loading and unloading points below the overhead electric lines
on any random track with an adequate ~ree space, whilst at
the same time ensuring maximum stability o~ the vehicle dur-
ing operation and whilst bridging relatively large gap~
between the vehicle and the setting-down surface.
According to the invention this problem is sol~ed
by a railway ~ehicle o~ the type described hereinbe~ore,
wherein it comprises the combination o~ the following feat-
ures:
a) on the plat~orm o~ a support truck are spacedly
arranged two vertical supporting ~rames, each o~
which comprises a horizontal support on the plat-
~orm, two telescopable guides vertically arranged
on the support with a horizontal spreader guide
which terminally interconnects the two guides and
supporting ~rame operating and li~ting cylinders
~or the vertical raising and lowering of the
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spread.er guide arranged in vertical manner between
the two guides;
b) cantilever arms are articulated to each supporting
. ~
~rame on either side o~ the spreader guide and
laterally extendable and retractable thereon about
- verti.cal axes by means o~ wor~;ing cylinders;
c) a spreader bridge with a spreader is movably arran-
ged at right angles to the support truck longitud-
inal direction on the two spreader guides o~ the
two supporting ~rames;
d) in each horizontal support o~ each supporting frame
are arranged two lateral telescoping beams which can
be horizontally e~tended and retracted by means of
working cylinders, each telescoping beam carrying
at its end a vertical support cylinder, whose pis-
ton which can be extended and retracted at the bot-
tom is provided at the end with a support leg.
The invention also relates to a railway vehicle
~or transferring containers and the like to setting-down sur-
~aces to the side o~ the vehicle, particularly located below
the overhead lines for electric locomotives wherein it com-
prises the combination o~ the ~ollowing features:
~ a) on the plat~orm o~ a support truck are spacedly
arranged two vertical supporting frames, each of
.. which comprises a horizontal support on the plat-
form~ two telescopable guides vertically arranged
on the support with a horiæontal spreader guide
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which terminally interconnects the two guides and
supporting frame operating and lifting cylinders
for the vertical raising and lowering of the
spreader guide arranged in vertical manner between
the two guides;
b) cantilever arms are articulated to each supporting
frame on either side of the spreader guide and
laterally extendable and retractable thereon about
vertical axes by means ol working cylinders;
c) a spreader bridge with a spreader is movably arran-
ged at right angles to the support truck longitud-
inal direction on the two spreader guides o~ the
two supporting rrames;
d) in each horizontal support Or each supporting frame
are arranged two lateral telescoping beams which
can be extended and retracted in a horizontal man-
ner by means o~ working cylinders, the end Or each
telescoping beam carrying a cantile~er arm support
pivotable about a vertical axis and which comprises
a telescopable vertical support beam having at its
upper rree end a carriage displaceablY guided on
the cantilever arm and which is connected to a
working cylinder which is parallel to the canti-
lever arm support and whose vertically extendable
and retractable pi~ton carries at the bottom a sup-
port leg.
By means of a railway vehicle for transferring
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containers and the like onto setting-down sur~aces positioned
laterally of the vehicle constructed in the above-de~ined
mànner a mobility on tracks is obtained, whilst respecting
the prescribed ~ree profile of the railway. It also offers
possibilities for the transportation o~ loads on the transfer
apparatus and the per~ormance ol transloading operations with
respect to loads having the most varied loading and unloading
points and which comprise the loading onto a truck positioned
in a siding, the loading onto a lorry positioned parallel
with the railway vehicle, the loading onto the loading plat-
~orm o~ the railway vehicle with the trans~er apparatus, the
setting-down o~ containers on the ground and the placing o~
containers on a ramp, including the corresponding reverse
operations. As the working range or pro;ection o~ the
apparatus i6 adapted to the maximum conventional track spac-
ing it is also possible to serve tracks which are positioned
close together. It is possible to work under the overhead
electric lines of any track, whilst ensuring an adequate
free space. The transloading apparatus is sel~-propelled.
As a result o~ the ground support means provided on the
railway vehicle constructed in accordance with the invention
it i 6 possible to adapt the vehicle to the most varied rail-
way loading gauges and it i6 also possible to use long canti-
lever arms due to the simultaneous possibility of swinging
out the cantilever arms with extended ground support means.
Further advantageous developments o~ the invention
can be gathered ~rom the subclaims.
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~s a result of the construction of the ground support means not
only is the railway venicle stabilised in the operating state during the
transloading process, but the possibility is also provided of using long
cantilever arms without it being necessary to provide additional means for
stabilising the railway vehicle. Due to the fact that the ground support
means of the vehicle can also be connected to the rails of adjacent tracks
optimum vehicle stabilisation is achieved.
The invention is described in greater detail hereinafter relative
to non-limitative embodiments and the attached drawings, wherein show:
Figure 1 a railway vehicle for the transfer of containers with
a swung out cantilever arm and a swung in cantilever arm in side view.
Figure 2 a view from the front of the railway vehicle with
laterally swung out cantilever arms and with ground support means extended
on two sides.
Figure 3 a plan view of the railway vehicle with cantilever arms
- swung out to one side.
Figure 4 a front view of the railway vehicle with laterally swung
out cantilever arms and with extended, differently constructed ground support
means.
Figure 5 a partial front view of the railway vehicle with laterally
swung out cantilever arm and extended ground support means.
Figure 6 a front view of the railway vehicle with swung in
cantilever arms and retracted ground support means.
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According to Figs. 1 and 3 the railway vehicle
for transferring containers and the like onto setting-down
surfaces located laterally of the vehicle, comprises a track-
displaceable support truck 10 equipped with two bogies and
whose platform is designated by the reference numeral 11.
An operating position 12, 13 is provided at each end of the
plat~orm. In order to be able to displace the truck 10 it
is eguipped with a drive motor not shown in the drawings.
Support truck 10 is provided with a transfer
apparatus arranged on a platform 11 and which comprises two
spaced vertical supporting frames 20 and 120 arranged on the
platform ~1 of support truck 1 0 (Fig, 1).
As the two supporting frames 20 and 120 are ident-
ically constructed hereinafter only frame 20 is described in
detail. This supporting frame 20 comprises a horizontal
support 21 arranged on platform 11 of support truck 10.
Two vertically positioned, spaced telescopable guides 22 and
~3 are fixed to support 21. In the vicinity of their
upper ends the two guides 22, 23 are interconnected by a
horizontal spreader guide 25 or 125. Between the two
guides 22, 23 is vertically arranged a support frame work-
ing and lifting cylinder 26 connected to spreader guide 25
or 125 in such a way that in the case of a corresponding
actuation of working cylinder 26 the spreader guide 25 or
125 is raised or lowered (Figs. 2 and 4).
Cantilever arms 30 and 31 or 130 and 131 are art-
iculated on either side of each spreader guide 25 or 125
'
and can be laterally extended and retracted about vertical axes 30a and
- 31a by means of working cylinders not shown in the drawing. Said cantilever
arms can be pivoted outwards by 90 from the pivoted-in position (Figures
1 and 3). As is apparent from Figure 4 the articulation area of cantilever
arms 30, 31 or 130, 131 on spreader guide 25 or 125 are reinforced by means
of an additional transverse spar 27. As a result of this construction it
is possible to use long cantilever arms.
A crane bridge 40 with a loading frame 50 is movable at right
angles to the longitudinal direction of the support truck is arranged
on the two spreader guides 25 and 125 of the two supporting frames 20, 120.
The crane bridge 40 comprises two parallel, juxtaposed stringers 41, and
141, which carry on their end faces members 42 and 142, provided with
wheels 43 (Figures 3 and 4). Both the horizontal spreader guides 25, 125
and the cantilever arms 30, 31, 130, 131 are constructed as tracks for the
crane bridge 40.
In crane bridge 40 are provided two hoisting gear cylinders 44
and 144 which displace a vehicle on which are fixed hoisting cables 45,
which run over guide pulleys at the four corner points of loading frame 50.
On retrieving the hoisting gear cylinders 44, 144 loading frame 50 is raised.
As can be gather~ from Figure 1 the container receiving system comprises
two independently suspended loading frames 50 and 150 with each of which
is associated a hoisting gear cylinder in the loading frame bridge 40.
Each loading frame has four corner locking means at the corners for a
20' container, as well as two corner locking means in the centre of each
of the two loading frames 50, 150 for receiving the 30' containers
(Figure 1). Since the loading frame guides 25, 125 with cantilever arms
30, 31, 130, 131 and consequently crane bridge 40 are vertically displaceable
it is possible to lower the transfer means when not in use. Later on,
the same may be raised to the necessary height when transferring containers.
The platform of support truck 10 is provided with ground support
:,
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means (Figures 2 and 4).
The ground support means shown in Figure 2 comprises telescoping
beams 60, and 160 arranged in horizontally displaceable manner in the
horizontal supports 21 of each supporting frame 20 and 120. In each
horizontal support 21 are provided two telescoping beams 60 and 160 which
can be independently latera]ly extended and retracted by means of hy-
. draulic cylinders. At the end of each beam 60, 160 there is a vertical
support cylinder 61, 161 at the bottom of which there is an extendable
and retractable piston 62 and 162, provided at its end with a support leg
63, 163.
Due to the fact that the support cylinder 61, 161 are fixed tohorizontally displaceable telescoping beams 60, 160 it is possible to
adapt the ground support means to the distance between two tracks, as
shown in Figure 2. If there is a greater distance between two tracks,
the telescoping
.:
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~: r~
beam 160 can be extended to the vicinity of the adjacent
track and the support cylinder can also be extended, so that
the latter can be supported by means of the support leg on
the ballast. If there is only a limited distance between
two tracks the telescoping beam 60 is only extended from
horizontal support 21 to the extent that the support leg is
supported between the two tracks.
However, it is also possible to construct each of
the two support cylinders 61, 161 as double-sided-acting
working cylinders. Through the use o~ such a working
cylinder for each support cylinder`it is possible to extend
the operating pistons on either side, so that the lower piston
in each case carries at the bottom the support leg 63 or 163,
whilst the upper piston of the double-sided-acting working
cylinder is supported on the 6wung-out cantilever arm. It
i8 possible in this way to use very long cantilever arms,
because they can be correspondingly æupported.
A ground support means ~or long cantile~er arms is
shown in ~ig. 4. Here again in each support 21 of each
supporting ~rame 20 or 120 there are two telescoping beams
60 and 160 which can be laterally extended and retracted
independently of one another in a horizontal direction by
means of working cylinders. The end o~ each telescoping
beam carries a cantilever arm support 70 or 170 which can be
pivoted about a vertical axis 60a or 160a and which comprises
a telescopable vertical support beam 71 or 171, so that all
four support beams can be adapted to the stroke of the
li~lZ35
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spreader guide 25 or 125 with cantilever arms 30J 31, 130,
131 . The support beam 71 or 171 has at its upper end 71a
or 171 a a carriage 72 or 172 secured and displaceably guided
on cantilever arm 30, 31, or 1 30, 1 31 and which is connected
with a working cylinder 73 or 173 parallel to the cantilever
arm support 70 or 170. The vertically extendable and
retractable piston 74 or 174 of working cylinder 73 or 173
.~
has at its bottom a support leg 63 or 163. Guides 78 or
178 located at the bottom are used for securing the position
of working cylinder 73 or 173 and ~or stabilising the whole
system. This construction of a ground support means makes
it possible to support laterally swung-out, long cantilever
arms and during the swinging in or out o~ the said arms it
is simultaneously possible to swing in or out the ground sup-
port means.
The above-described ground support means are pro-
vided on both the supporting ~rames 20 and 120 on either
side o~ platform 11 o~ support truck 10.
