CA2220617A1 - An on-track bulk material loading wagon - Google Patents
An on-track bulk material loading wagon Download PDFInfo
- Publication number
- CA2220617A1 CA2220617A1 CA002220617A CA2220617A CA2220617A1 CA 2220617 A1 CA2220617 A1 CA 2220617A1 CA 002220617 A CA002220617 A CA 002220617A CA 2220617 A CA2220617 A CA 2220617A CA 2220617 A1 CA2220617 A1 CA 2220617A1
- Authority
- CA
- Canada
- Prior art keywords
- wagon
- conveyor belt
- longitudinal direction
- vertical adjustment
- bottom conveyor
- 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.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
-
- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
Landscapes
- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Framework For Endless Conveyors (AREA)
- Intermediate Stations On Conveyors (AREA)
- Loading Or Unloading Of Vehicles (AREA)
- Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
- Formation And Processing Of Food Products (AREA)
- Structure Of Belt Conveyors (AREA)
Abstract
An on-track bulk material loading wagon (1) comprises a chassis frame (2) supported on on-track undercarriages (3) and, extending in the longitudinal direction of the wagon and arranged above the chassis frame (2), a bottom conveyor belt (6) which is inclined relative to the horizontal to form a lower and a higher deflection end (8,9). Side walls (7) extending in the longitudinal direction of the wagon are associated with the bottom conveyor belt (6) for laterally defining and forming a storage space (10). A vertical adjustment device (11,12) for changing the inclination of the bottom conveyor belt (6) is provided between the bottom conveyor belt (6) and the chassis frame (2) and has a vertical adjustment drive (13,14). Each of the two deflection ends (8,9) - spaced from one another in the longitudinal direction of the wagon - of the bottom conveyor belt (6) is respectively designed to be distanced with respect to the chassis frame (2) in a vertical direction by means of the vertical adjustment device (11,12).
Description
CA 022206l7 l997-ll-06 AN ON-TRACK BULK MATERIAL LOADING WAGON
The invention relates to an on-track bulk material loading wagon comprising a chassis frame supported on on-track undercarriages and, extending in the longitudinal direction of the wagon and arranged above the chassis frame, a bottom conveyor belt which is inclined relative to the horizontal to form a lower and a higher deflection end and with which side walls extending in the longitudinal direction of the wagon are associated for laterally defining and forming a storage space, a vertical adjustment device for changing the inclination of the bottom conveyor belt being provided between the bottom conveyor belt and the chassis frame and having a vertical adjustment drive.
From EP O 501 318 Bl, one such loading wagon is already known which is coupled during operation with other like wagons to form a loading train. In doing so, the higher deflection end of the bottom conveyor belt of each loading wagon respectively projects beyond the end of the chassis frame and overlaps the lower deflection end of the bottom conveyor belt of the adjoining loading wagon so thàt a continuous conveyor belt line is formed. The ejection end of the bottom conveyor belt is designed for adjustment in a vertical direction by means of a vertical adjustment device, while a transverse displacement drive simultaneously allows an adjustment of the bottom conveyor belt in the transverse direction of the wagon. If the loading wagons are used for storing bulk material, the desired filling level in the storage space is obtained by vertical adjustment of the ejection end in combination with a corresponding change of the rotational speed of the succeeding, receiving bottom conveyor belt. If, on the other hand, bulk material is only to be transported along the length of the loading train via the bottom conveyor belts arranged in series, the higher deflection ends are placed in a lowered position directly above the lower deflection ends of the adjoining conveyor belts. This lowered position is also assumed in order to stay within the clearance gauge during transit travel.
The object of the present invention is to create a bulk material loading wagon of the specified kind in which the transporting direction of the bulk material can be reversed with only little additional structural expense and minim~l retooling operations.
This object is achieved according to the invention in that, in a bulk material loading wagon of the kind mentioned at the beginning, each of the two deflection ends - spaced from one another in the longitudinal direction of the wagon - of the bottom conveyor belt is respectively designed to be distanced with respect to the chassis frame in a vertical direction by means of the vertical adjustment device.
An embodiment of this kind makes it possible in a most simple manner to change the transport direction of the bulk material to the opposite direction when required, without having to turn around the bulk material loading wagons or the entire loading train by time-consuming shunting. For this purpose it is merely necessary, after briefly distancing the loading wagons from one another by a small amount in the longitudinal direction of the track as needed, to lower the previously higher deflection end and to raise the lower deflection end, after which a problemfree transport of bul-k material in the opposite direction can be carried out in connection with a reversing of the conveying direction of the bottom conveyor belt. In doing so, a particular advantage lies in the fact that the entire capacity of the storage space of the loading wagon is available without restriction regardless of the respective conveying direction.
Additional advantages according to the invention become apparent from the sub-claims and the drawings.
The invention is described in detail in the following with reference to embodiments represented in the drawings in which, in the various examples, parts having the same function are denoted by the same reference numerals.
Figs. 1 and 2 each show a side view of a respective embodiment of the loading wagon according to the invention, and Figs. 3 and 4 show a further variant of the loading wagon in a train formation in the two different operation positions.
The on-track bulk material loading wagon 1 represented in Fig. 1 comprises a chassis frame 2 which is supported on a track 4 or mobile thereon via on-track undercarriages 3 and which is provided with coupling devices 5 for incorporation into a train formation composed of an optional number of like wagons. Located above the chassis frame 2 is a bottom conveyor belt 6, extending in the longitudinal direction of the wagon and inclined relative to the horizontal, with which at both longitudinal sides side walls 7 are associated. The latter extend in the longitudinal direction of the wagon between two higher or lower deflection ends 8,9, spaced from one another, of the bottom conveyor belt 6 and serve for laterally defining and forming a storage space 10 for bulk material. Arranged between the chassis frame 2 and the bottom conveyor belt 6 are two vertical adjustment devices 11,12 by means of which the inclination of the bottom conveyor belt 6, including the side walls 7, may be changed. For that purpose, each of the vertical adjustment devices 11,12, spaced from one another in the longitudinal direction of the wagon and respectively associated with one half 31,32 - with respect to the longitudinal direction of the wagon - of the bottom conveyor belt 6, comprises a vertical adjustment drive 13,14. These, as well as a conveyor drive 15 of the bottom conveyor belt 6, can be actuated by means of an energy source 16 accommodated underneath the chassis frame 2.
Each vertical adjustment device 11,12 is designed as a pivoting frame 17 which is mounted on the chassis frame 2 for pivoting about a horizontal axis 18 extending in the transverse direction of the wagon, the vertical adjustment drive 13 or 14 respectively being hinged, on the one hand, to the chassis frame 2 and, on the other hand, to the pivoting frame 17.
The pivoting frame 17 is composed of two parallel beams 19, extending approximately in the longitudinal direction of the wagon and inclined with respect to the plane of the chassis frame 2, the lower end of which is articulatedly connected to the chassis frame 2 by means of the axis 18. The other ends of the beams 19 are mounted on a carrier frame 20, connected to the side walls 7, of the bottom conveyor belt 6 for adjustment in the longitudinal direction thereof. For the purpose of said longitudinal adjustment, the higher end of the beam 19 is equipped with a flanged roller 21 which is mounted in a guide 22 connected to the carrier frame 20 and extending in the longitudinal direction of the frame.
Each of the two deflection ends 8 and 9 may be spaced with respect to the chassis frame 2 in a vertical direction by means of the vertical adjustment devices 11 and 12. The deflection end 8 which is higher up in the position shown in Fig. 1 can be lowered by means of the vertical adjustment drive 13, and the lower deflection end 9 can be raised by means of the vertical adjustment drive 14 in order to assume the position shown in dash-dotted lines. A retaining device 23 is provided in each of the end regions - with respect to the longitudinal direction of the wagon - of the chassis frame 2 for the purpose of temporarily fixing or releasably securing the carrier frame 20 of the bottom conveyor belt 6 to the chassis frame 2 in order to create the necessary stability during working operation.
The retaining device 23 may have a locking bolt 24 which is operable by remote control by means of a drive, for example, and by means of which the respective lower deflection end 8,9 of the bottom conveyor belt 6 is fixed in its position immediately above the chassis frame 2.
Evident in Fig. 2 is another embodiment of the loading wagon 1 in which the carrier frame 20 of the bottom conveyor belt 6 is mounted at its center - with respect to the longitudinal direction of the wagon - on a pillow block 25 about a horizontal pivot axis 26 extending in the transverse direction of the wagon, the pillow block 23 for its part being attached to the chassis frame 2. This formation allows the carrier frame 20 or the bottom conveyor belt 6 to tilt for vertically adjusting the two deflection ends 8,9 with respect to the horizontal, after which the lower deflection end can be locked in the respective position by means of the retaining device 23. In this simplified variant, the vertical adjustment device 11 is limited to the arrangement of a hydraulic vertical adjustment drive 13 provided directly between the chassis frame 2 and the carrier frame 20 and linked to both frames 2,20, the drive 13 being associated with the one half 31 of the bottom conveyor belt 6. A second vertical adjustment device 12 associated with the other half 32 of the bottom conveyor belt 6 (as indicated in dash-double-dotted lines) may be provided to increase stability. Alternatively it would also be possible, however, to design the vertical adjustment device for example as a rotary drive acting directly on the carrier frame 20 via the pivot axis 26, or similarly.
The embodiment represented in Figs. 3 and 4 shows a bulk material loading wagon 1 in the operating position in which it is coupled with other like loading wagons to form a train formation travelling as a unit. The wagon is equipped with two vertical adjustment devices 11,12, each of which is positioned in the end region - with respect to the longitudinal direction of the wagon - of the chassis frame 2 and has a respective vertical support frame 27 on which the carrier frame 20 of the bottom conveyor belt 6 is mounted. Vertical adjustment is accomplished by means of a slotted guide 28 which extends vertically in the support frame 27 and in which a pin 29 connected to the carrier frame 20 is mounted for vertical adjustment by means of the vertical adjustment drive 13 or 14.
In order to furnish the slotted guide with the play in the longitudinal direction of the wagon which may be required during the vertical adjustment procedure, one of the pins 29 may be fastened to the carrier frame 20 so as to be displaceable by a small amount in the longitudinal direction of the bottom conveyor belt 6. The support frame 27 of the vertical adjustment device 11,12 is mounted to the chassis frame 2 for adjustment perpendicularly to the longitudinal direction of the wagon and is connected to a transverse displacement drive 30 whereby the respectively associated deflection end 8,9 is transversely adjustable, as needed, in order to ensure an unimpeded transfer of bulk material from one loading wagon to the next when operating in track curves.
To change the transport of bulk material from the conveying direction indicated by small arrows 33 in Fig. 3 to the reverse direction (arrows 34) shown in Fig. 4, it is necessary to briefly space apart the individual loading wagons 1 of the loading train in the longitudinal direction of the train, specifically by such a distance that the facing deflection ends 8,9 of adjoining loading wagons 1 do no longer overlap. This can be accomplished in a simple manner either by uncoupling the loading wagons 1, or, for example, by a longitudinally adjustable design of the coupling devices 5.
Thereafter, the higher deflection end 8 on all loading wagons 1 is lowered by means of the vertical adjustment devices 11,12, and the lower deflection end 9 is raised, after which the wagons are again pushed together to the original distance. As a result, the deflection ends 8,9 of the succeeding bottom conveyor belts 6 overlap one another again, and the conveyor - - -drives 15 of the bottom conveyor belts 6 need only to be switched to the opposite direction to now allow the transport of bulk material according to the situation represented in Fig.
4.
The invention relates to an on-track bulk material loading wagon comprising a chassis frame supported on on-track undercarriages and, extending in the longitudinal direction of the wagon and arranged above the chassis frame, a bottom conveyor belt which is inclined relative to the horizontal to form a lower and a higher deflection end and with which side walls extending in the longitudinal direction of the wagon are associated for laterally defining and forming a storage space, a vertical adjustment device for changing the inclination of the bottom conveyor belt being provided between the bottom conveyor belt and the chassis frame and having a vertical adjustment drive.
From EP O 501 318 Bl, one such loading wagon is already known which is coupled during operation with other like wagons to form a loading train. In doing so, the higher deflection end of the bottom conveyor belt of each loading wagon respectively projects beyond the end of the chassis frame and overlaps the lower deflection end of the bottom conveyor belt of the adjoining loading wagon so thàt a continuous conveyor belt line is formed. The ejection end of the bottom conveyor belt is designed for adjustment in a vertical direction by means of a vertical adjustment device, while a transverse displacement drive simultaneously allows an adjustment of the bottom conveyor belt in the transverse direction of the wagon. If the loading wagons are used for storing bulk material, the desired filling level in the storage space is obtained by vertical adjustment of the ejection end in combination with a corresponding change of the rotational speed of the succeeding, receiving bottom conveyor belt. If, on the other hand, bulk material is only to be transported along the length of the loading train via the bottom conveyor belts arranged in series, the higher deflection ends are placed in a lowered position directly above the lower deflection ends of the adjoining conveyor belts. This lowered position is also assumed in order to stay within the clearance gauge during transit travel.
The object of the present invention is to create a bulk material loading wagon of the specified kind in which the transporting direction of the bulk material can be reversed with only little additional structural expense and minim~l retooling operations.
This object is achieved according to the invention in that, in a bulk material loading wagon of the kind mentioned at the beginning, each of the two deflection ends - spaced from one another in the longitudinal direction of the wagon - of the bottom conveyor belt is respectively designed to be distanced with respect to the chassis frame in a vertical direction by means of the vertical adjustment device.
An embodiment of this kind makes it possible in a most simple manner to change the transport direction of the bulk material to the opposite direction when required, without having to turn around the bulk material loading wagons or the entire loading train by time-consuming shunting. For this purpose it is merely necessary, after briefly distancing the loading wagons from one another by a small amount in the longitudinal direction of the track as needed, to lower the previously higher deflection end and to raise the lower deflection end, after which a problemfree transport of bul-k material in the opposite direction can be carried out in connection with a reversing of the conveying direction of the bottom conveyor belt. In doing so, a particular advantage lies in the fact that the entire capacity of the storage space of the loading wagon is available without restriction regardless of the respective conveying direction.
Additional advantages according to the invention become apparent from the sub-claims and the drawings.
The invention is described in detail in the following with reference to embodiments represented in the drawings in which, in the various examples, parts having the same function are denoted by the same reference numerals.
Figs. 1 and 2 each show a side view of a respective embodiment of the loading wagon according to the invention, and Figs. 3 and 4 show a further variant of the loading wagon in a train formation in the two different operation positions.
The on-track bulk material loading wagon 1 represented in Fig. 1 comprises a chassis frame 2 which is supported on a track 4 or mobile thereon via on-track undercarriages 3 and which is provided with coupling devices 5 for incorporation into a train formation composed of an optional number of like wagons. Located above the chassis frame 2 is a bottom conveyor belt 6, extending in the longitudinal direction of the wagon and inclined relative to the horizontal, with which at both longitudinal sides side walls 7 are associated. The latter extend in the longitudinal direction of the wagon between two higher or lower deflection ends 8,9, spaced from one another, of the bottom conveyor belt 6 and serve for laterally defining and forming a storage space 10 for bulk material. Arranged between the chassis frame 2 and the bottom conveyor belt 6 are two vertical adjustment devices 11,12 by means of which the inclination of the bottom conveyor belt 6, including the side walls 7, may be changed. For that purpose, each of the vertical adjustment devices 11,12, spaced from one another in the longitudinal direction of the wagon and respectively associated with one half 31,32 - with respect to the longitudinal direction of the wagon - of the bottom conveyor belt 6, comprises a vertical adjustment drive 13,14. These, as well as a conveyor drive 15 of the bottom conveyor belt 6, can be actuated by means of an energy source 16 accommodated underneath the chassis frame 2.
Each vertical adjustment device 11,12 is designed as a pivoting frame 17 which is mounted on the chassis frame 2 for pivoting about a horizontal axis 18 extending in the transverse direction of the wagon, the vertical adjustment drive 13 or 14 respectively being hinged, on the one hand, to the chassis frame 2 and, on the other hand, to the pivoting frame 17.
The pivoting frame 17 is composed of two parallel beams 19, extending approximately in the longitudinal direction of the wagon and inclined with respect to the plane of the chassis frame 2, the lower end of which is articulatedly connected to the chassis frame 2 by means of the axis 18. The other ends of the beams 19 are mounted on a carrier frame 20, connected to the side walls 7, of the bottom conveyor belt 6 for adjustment in the longitudinal direction thereof. For the purpose of said longitudinal adjustment, the higher end of the beam 19 is equipped with a flanged roller 21 which is mounted in a guide 22 connected to the carrier frame 20 and extending in the longitudinal direction of the frame.
Each of the two deflection ends 8 and 9 may be spaced with respect to the chassis frame 2 in a vertical direction by means of the vertical adjustment devices 11 and 12. The deflection end 8 which is higher up in the position shown in Fig. 1 can be lowered by means of the vertical adjustment drive 13, and the lower deflection end 9 can be raised by means of the vertical adjustment drive 14 in order to assume the position shown in dash-dotted lines. A retaining device 23 is provided in each of the end regions - with respect to the longitudinal direction of the wagon - of the chassis frame 2 for the purpose of temporarily fixing or releasably securing the carrier frame 20 of the bottom conveyor belt 6 to the chassis frame 2 in order to create the necessary stability during working operation.
The retaining device 23 may have a locking bolt 24 which is operable by remote control by means of a drive, for example, and by means of which the respective lower deflection end 8,9 of the bottom conveyor belt 6 is fixed in its position immediately above the chassis frame 2.
Evident in Fig. 2 is another embodiment of the loading wagon 1 in which the carrier frame 20 of the bottom conveyor belt 6 is mounted at its center - with respect to the longitudinal direction of the wagon - on a pillow block 25 about a horizontal pivot axis 26 extending in the transverse direction of the wagon, the pillow block 23 for its part being attached to the chassis frame 2. This formation allows the carrier frame 20 or the bottom conveyor belt 6 to tilt for vertically adjusting the two deflection ends 8,9 with respect to the horizontal, after which the lower deflection end can be locked in the respective position by means of the retaining device 23. In this simplified variant, the vertical adjustment device 11 is limited to the arrangement of a hydraulic vertical adjustment drive 13 provided directly between the chassis frame 2 and the carrier frame 20 and linked to both frames 2,20, the drive 13 being associated with the one half 31 of the bottom conveyor belt 6. A second vertical adjustment device 12 associated with the other half 32 of the bottom conveyor belt 6 (as indicated in dash-double-dotted lines) may be provided to increase stability. Alternatively it would also be possible, however, to design the vertical adjustment device for example as a rotary drive acting directly on the carrier frame 20 via the pivot axis 26, or similarly.
The embodiment represented in Figs. 3 and 4 shows a bulk material loading wagon 1 in the operating position in which it is coupled with other like loading wagons to form a train formation travelling as a unit. The wagon is equipped with two vertical adjustment devices 11,12, each of which is positioned in the end region - with respect to the longitudinal direction of the wagon - of the chassis frame 2 and has a respective vertical support frame 27 on which the carrier frame 20 of the bottom conveyor belt 6 is mounted. Vertical adjustment is accomplished by means of a slotted guide 28 which extends vertically in the support frame 27 and in which a pin 29 connected to the carrier frame 20 is mounted for vertical adjustment by means of the vertical adjustment drive 13 or 14.
In order to furnish the slotted guide with the play in the longitudinal direction of the wagon which may be required during the vertical adjustment procedure, one of the pins 29 may be fastened to the carrier frame 20 so as to be displaceable by a small amount in the longitudinal direction of the bottom conveyor belt 6. The support frame 27 of the vertical adjustment device 11,12 is mounted to the chassis frame 2 for adjustment perpendicularly to the longitudinal direction of the wagon and is connected to a transverse displacement drive 30 whereby the respectively associated deflection end 8,9 is transversely adjustable, as needed, in order to ensure an unimpeded transfer of bulk material from one loading wagon to the next when operating in track curves.
To change the transport of bulk material from the conveying direction indicated by small arrows 33 in Fig. 3 to the reverse direction (arrows 34) shown in Fig. 4, it is necessary to briefly space apart the individual loading wagons 1 of the loading train in the longitudinal direction of the train, specifically by such a distance that the facing deflection ends 8,9 of adjoining loading wagons 1 do no longer overlap. This can be accomplished in a simple manner either by uncoupling the loading wagons 1, or, for example, by a longitudinally adjustable design of the coupling devices 5.
Thereafter, the higher deflection end 8 on all loading wagons 1 is lowered by means of the vertical adjustment devices 11,12, and the lower deflection end 9 is raised, after which the wagons are again pushed together to the original distance. As a result, the deflection ends 8,9 of the succeeding bottom conveyor belts 6 overlap one another again, and the conveyor - - -drives 15 of the bottom conveyor belts 6 need only to be switched to the opposite direction to now allow the transport of bulk material according to the situation represented in Fig.
4.
Claims (12)
1. An on-track bulk material loading wagon (1) comprising a chassis frame (2) supported on on-track undercarriages (3) and, extending in the longitudinal direction of the wagon and arranged above the chassis frame (2), a bottom conveyor belt (6) which is inclined relative to the horizontal to form a lower and a higher deflection end (8,9) and with which side walls (7) extending in the longitudinal direction of the wagon are associated for laterally defining and forming a storage space (10), a vertical adjustment device (11,12) for changing the inclination of the bottom conveyor belt (6) being provided between the bottom conveyor belt (6) and the chassis frame (2) and having a vertical adjustment drive (13,14), characterized in that each of the two deflection ends (8,9) - spaced from one another in the longitudinal direction of the wagon - of the bottom conveyor belt (6) is respectively designed to be distanced with respect to the chassis frame (2) in a vertical direction by means of the vertical adjustment device (11,12).
2. A wagon according to claim 1, characterized in that two vertical adjustment devices (11,12) spaced from one another in the longitudinal direction of the wagon are provided, each being associated with one half (31,32) - with respect to the longitudinal direction of the wagon - of the bottom conveyor belt (6).
3. A wagon according to claim 1 or 2, characterized in that the vertical adjustment device (11,12) is designed as a pivoting frame (17) supported on the chassis frame (2) and pivotable about a horizontal axis (18), extending in the transverse direction of the wagon, by means of the vertical adjustment drive (13,14).
4. A wagon according to claim 3, characterized in that the pivoting frame (17) comprises two parallel beams (19), extending approximately in the longitudinal direction of the wagon and inclined with respect to the plane of the chassis frame (2), the lower end of which is articulatedly connected to the chassis frame (2) by means of the axis (18), whereas the higher ends of the beams (19) are mounted on a carrier frame (20) of the bottom conveyor belt (6) for adjustment in the longitudinal direction thereof.
5. A wagon according to claim 4, characterized in that the vertical adjustment drive (13,14) is hinged to both the chassis frame (2) and the beam (19).
6. A wagon according to claim 1 or 2, characterized in that the carrier frame (20) of the bottom conveyor belt (6) is mounted at its center - with respect to the longitudinal direction of the wagon - on the chassis frame (2) for tilting about a horizontal pivot axis (26) extending in the transverse direction of the wagon.
7. A wagon according to one of claims 1 to 6, characterized in that a retaining device (23) for releasably securing the carrier frame (20) of the bottom conveyor belt (6) is provided in each of the end regions - with respect to the longitudinal direction of the wagon - of the chassis frame (2).
8. A wagon according to claim 7, characterized in that the retaining device (23) has a locking bolt (24) operable by means of a drive.
9. A wagon according to claim 1 or 2, characterized in that the vertical adjustment device (11,12) is designed as a support frame (27), connected to the chassis frame (2), on which the carrier frame (20) of the bottom conveyor belt (6) is mounted for vertical adjustment by means of the vertical adjustment drive (13,14).
10. A wagon according to claim 9, characterized in that the support frame (27) has a vertically extending slotted guide (28) in which a pin (29) connected to the carrier frame (20) is adjustably mounted.
11. A wagon according to claim 10, characterized in that the pin (29) is fastened to the carrier frame (20) so as to be displaceable in the longitudinal direction of the bottom conveyor belt (6).
12. A wagon according to one of claims 9 to 11, characterized in that the support frame (27) of the vertical adjustment device (11,12) is in each case arranged in the end region - with respect to the longitudinal direction of the wagon -of the chassis frame (2) and connected thereto for adjustment perpendicularly to the longitudinal direction of the wagon by means of a transverse displacement drive (30).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| ATA1946/96 | 1996-11-07 | ||
| AT194696 | 1996-11-07 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2220617A1 true CA2220617A1 (en) | 1998-05-07 |
Family
ID=3524461
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002220617A Abandoned CA2220617A1 (en) | 1996-11-07 | 1997-11-06 | An on-track bulk material loading wagon |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP0841232B1 (en) |
| JP (1) | JPH10147237A (en) |
| CN (1) | CN1071220C (en) |
| AT (1) | ATE215895T1 (en) |
| CA (1) | CA2220617A1 (en) |
| CZ (1) | CZ284391B6 (en) |
| DE (1) | DE59706953D1 (en) |
| PL (1) | PL183660B1 (en) |
| RU (1) | RU2132790C1 (en) |
Families Citing this family (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT3579U3 (en) * | 2000-02-18 | 2001-01-25 | Plasser Bahnbaumasch Franz | BULK LOADING CARRIAGE |
| AT4841U3 (en) * | 2001-10-03 | 2002-07-25 | Plasser Bahnbaumasch Franz | STORAGE TROLLEY FOR TRANSPORTING BULK MATERIAL |
| DE50303113D1 (en) * | 2003-08-01 | 2006-06-01 | Gerd Baer | A loading tailgate |
| JP4589792B2 (en) * | 2005-04-07 | 2010-12-01 | 保線機器整備株式会社 | Crushed stone carrier |
| AT506947B1 (en) * | 2008-08-28 | 2010-01-15 | Plasser Bahnbaumasch Franz | VEHICLE WITH A WORK PLACE |
| CN103204356A (en) * | 2013-04-12 | 2013-07-17 | 安徽永成电子机械技术有限公司 | Tensile-force lifting belt conveyer |
| CN104310084B (en) * | 2014-10-17 | 2017-03-15 | 苏州飞驰环保科技股份有限公司 | A kind of portable floating thing grass-hopper |
| EP3215408B1 (en) | 2014-11-05 | 2021-01-20 | Herzog Railroad Services, Inc. | Material transport and distribution consist with controlled gated hopper cars and conveyor systems |
| CN106044051A (en) * | 2016-07-21 | 2016-10-26 | 新疆特变电工自控设备有限公司 | Carrying device used for high-voltage switch cabinet circuit breaker arranged in middle |
| CN106553659B (en) * | 2016-11-18 | 2019-02-19 | 中车齐齐哈尔车辆有限公司 | A kind of rolling stock and its pipeline protective device |
| CN107225797B (en) * | 2017-07-24 | 2019-08-09 | 滁州卷烟材料厂 | A kind of fixed bogey of Multifunction nail punch-out equipment |
| CN107673029A (en) * | 2017-08-31 | 2018-02-09 | 虞雪仑 | A kind of tilt adjustable formula conveyer |
| CN108045968B (en) * | 2017-12-29 | 2024-01-16 | 珠海派乐来设备有限公司 | Palletizing robot |
| CN109466943A (en) * | 2018-11-15 | 2019-03-15 | 徐州市三成铸业有限公司 | Classification loading truck |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AU643872B2 (en) * | 1991-02-27 | 1993-11-25 | Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H. | A transport wagon |
| US5277538A (en) * | 1991-03-26 | 1994-01-11 | Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H. | Loading car for bulk material |
| DE59304816D1 (en) * | 1992-11-18 | 1997-01-30 | Plasser Bahnbaumasch Franz | Loading wagon for the transport of bulk goods |
-
1997
- 1997-10-02 DE DE59706953T patent/DE59706953D1/en not_active Expired - Lifetime
- 1997-10-02 AT AT97890195T patent/ATE215895T1/en active
- 1997-10-02 EP EP97890195A patent/EP0841232B1/en not_active Expired - Lifetime
- 1997-10-31 PL PL97322960A patent/PL183660B1/en not_active IP Right Cessation
- 1997-11-03 CN CN97122203A patent/CN1071220C/en not_active Expired - Fee Related
- 1997-11-04 CZ CZ973494A patent/CZ284391B6/en not_active IP Right Cessation
- 1997-11-05 RU RU97118610A patent/RU2132790C1/en not_active IP Right Cessation
- 1997-11-06 CA CA002220617A patent/CA2220617A1/en not_active Abandoned
- 1997-11-06 JP JP9304024A patent/JPH10147237A/en not_active Withdrawn
Also Published As
| Publication number | Publication date |
|---|---|
| EP0841232A1 (en) | 1998-05-13 |
| CN1071220C (en) | 2001-09-19 |
| CZ349497A3 (en) | 1998-11-11 |
| PL183660B1 (en) | 2002-06-28 |
| EP0841232B1 (en) | 2002-04-10 |
| DE59706953D1 (en) | 2002-05-16 |
| ATE215895T1 (en) | 2002-04-15 |
| CZ284391B6 (en) | 1998-11-11 |
| JPH10147237A (en) | 1998-06-02 |
| RU2132790C1 (en) | 1999-07-10 |
| CN1182022A (en) | 1998-05-20 |
| PL322960A1 (en) | 1998-05-11 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Discontinued |