JT/T 1271-2019Piggyback transport-Technical requirements of loading and securement (English PDF)

Foreword

This standard is in accordance with GB/T Draft the rules given in 1-2009.

This standard was proposed and managed by the National Comprehensive Transportation Standardization Technical Committee (SAC/TC 571).

This standard was drafted. Beijing Yefeng High-tech Co., Ltd., Highway Research Institute of Ministry of Transport, China Railway Science Research Institute Research Group Co., Ltd., CRRC Qiqihar Vehicle Co., Ltd., Scientific Research Institute of Ministry of Transport, Meishan CRRC Logistics Equipment Co., Ltd., Beijing Ruisifu High-tech Co., Ltd., Liaoning Province Transportation Development Center.

1 Scope

This standard specifies the loading requirements, anchoring requirements, and anchoring device requirements for the back of the transport vehicle and the cargo in the compartment.

This standard is applicable to back transport vehicles and railway back transport vehicles with a maximum operating speed of not more than 120 km/h.

2 Normative references

The following documents are essential for the application of this document. For dated references, only the dated version applies to this article Pieces. For undated references, the latest version (including all amendments) applies to this document.

GB/T 4606 Road vehicle semi-trailer traction seat No. 50 traction pin basic dimensions and installation, interchangeable dimensions JT/T 882-2014 Technical requirements for loading and securing of road dumping cargo TB/T 3550. 2-2019 Specification for Strength Design and Test Evaluation of Locomotive and Rolling Stock Body Part 2. Freight Car Body TG/HY 106 Railway Overweight and Overweight Cargo Regulations

3 Terms and definitions

The following terms and definitions apply to this document.

Back-transport pigback trangport Multimodal transport of road transport vehicles by rail.

Note. Rewrite JT/T 1092-2016, definition 2. 8.

Railroad transport truck forg pickup truck trunksport Special railway vehicle used for transporting back-haul vehicles.

[JT/T 1243-2019, definition 3. 3] 3. 3 Back transportation vehicle forg pigback truck trunksport Road transport vehicle for back transport.

Note 1. Mainly refers to semi-trailers, semi-trailer tractors and articulated trains composed of them.

Note 2. Rewrite JT/T 1243-2019, definition 3. 2.

Anchoring device securing device A component that secures the load on a sternback vehicle or railroad sternback vehicle.

Note. The anchoring device of cargo on semi-trailer mainly includes the intermediate blocking device;

Block, fixed traction seat.

3. Five

Bolting material securing material the load is fixed on the back transport vehicle and the material on the railway back transport vehicle.

JT/T 1271-2019

Note. The fastening materials of the goods on the semi-trailer mainly include synthetic fiber fastening belt assemblies, fastening chains, etc .;

Tightening materials mainly include pull materials and barrier materials.

Intermediate blocking device interlocking blinds develops the device, which is placed between the loads, is used to prevent the load from moving in the longitudinal direction of the vehicle.

Note. Rewrite JT/T 882-2014, definition 3. 8.

Wheel stop what stop Device for directly contacting the wheels of a piggyback transport vehicle to prevent longitudinal displacement of the piggyback transport vehicle during transportation.

Fixed traction seat

It is installed on the railway back transport vehicle, and is used to match the semi-trailer traction pin to prevent the semi-trailer from being displaced during transportation.

Device.

Combo anchoring

When the load is anchored, a variety of anchoring methods are used to fix the load.

4 Loading requirements

4.1 Basic requirements 4. 1. 1. The weight of all tires on each side shall be weighed before the back of the rail vehicle.

The mass deviation should not be more than 8% of the total mass of the shaft group.

4.1.2 The back transport vehicle shall be placed on the rail back transport vehicle in a balanced, stable and reasonable manner.

4.2 Cargo loading on the back of a transport vehicle

4.2.1 The packaging of the goods should meet JT/T 882-2014 5. The requirements of Section 1 shall be determined according to their characteristics when loading non-pallet unit cargo.

Placement.

4.2.2 The cargo shall be reasonably arranged in the carriage to ensure that the axle load distribution of the vehicle is reasonable and that it should be loaded symmetrically in the carriage.

4.2.3 Cargo loading should be carried out simultaneously with bolting. The loading operation should meet Chapter 4 and 5 of JT/T 882-2014. Requirements of Section 3.

4.2.4 Goods with high density and mass should be placed in the middle and lower part of the cargo compartment.

4.2.5 Unstable loads that conform to the description of JT/T 882-2014 should not be loaded separately, and should be reinforced separately or combined with other loads.

Items for assembly.

4.3 Loading of back-haul vehicles on railway back-haul vehicles 4. 3. 1. The projection of the total center of gravity of the back transport vehicle should be located at the intersection of the longitudinal and transverse centerlines of the rail transport vehicle. When the projection point and the center when the intersections of the lines cannot overlap and deviate, the following requirements should be met at the same time.

1) The lateral deviation does not exceed 100 mm.

2) Amount of vertical deviation.

a) A four-axle railway sternback truck has a mass of goods not exceeding 1/2 of its allowable mass, and two revolutions the difference between the bearing weight and the bearing is not more than 10t;

b) The weight of each axle of the articulated railway shuttleback vehicle does not exceed the maximum allowable axle weight, and the front and rear bogies of the bicycle the load difference limit meets the requirements of Table 1.

JT/T 1271-2019

Table 1 Load-bearing difference limits for front and rear bogies of articulated railway sternback trucks

Load-bearing difference limit of bogies for articulated railway shuttleback trucks (t) YT1 23 YT2 17 STX1 23 STX2 29 4. 3. 2. The height of the center of gravity of the heavy-duty vehicle after loading it on the rail-backed transport vehicle shall not be greater than 2000 mm from the rail surface.

4.3.3 The doors and windows of the back transport vehicle should be locked, the parking brake should be in the braking state, and the support device of the semi-trailer should be in the stowed state.

4.3.4 It is not advisable to exceed the limit after loading on the railway back transport vehicle. If it exceeds the limit, it shall be implemented in accordance with the relevant regulations of TG/HQ 106.

5 Bolting requirements

5.1 Cargo bolting on the back of a transport vehicle

5.1.1 The minimum bolting force of the bolting material under the typical bolting method shall be calculated in accordance with Appendix A. The allowable tensile force of the bolting material shall be taken from its breaking tension.

1/2 of the force.

5.1.2 The bolting materials should be arranged symmetrically; in the asymmetrical arrangement, the forces of the bolting materials in each direction (transverse and longitudinal) should be calculated.

Larger value.

5.1.3 When selecting the bolting material/bolting device, the allowable pulling force of the securing point should be considered; the bolting device should be able to withstand 12kN evenly distributed Intermediate blocking devices for the load, and a corresponding number of intermediate blocking devices shall be selected according to the mass of the cargo to be blocked.

5.1.4 When the goods are bolted by friction (also known as top-down bolts, collectively referred to as "friction bolts" hereinafter), the bolts on the bolts are tightened.

The force should not be less than A. The calculation result of 5

5.1.5 It is advisable to use a combination anchoring method to anchor the cargo, and the cargo limit device should be used reasonably.

5.2 Securing of the back transport vehicle on the railway back transport vehicle

5.2.1 The back transport vehicle shall be able to withstand the normal marshalling operations and the train operation during the train operation after it is bolted on the railway back transport vehicle.

The effects of various forces should not cause movement, rolling, or overturning to endanger the driving safety during the entire transportation process.

5.2.2 When a sternback transport vehicle with an air suspension is transported on a railway sternback transporter, its suspension shall be adjusted to the sternback transport state.

5. 2. 3. It is preferred to use the combined anchoring form of fixed traction seat and wheel block for the back transport vehicle. The back transport articulated train (hereinafter referred to as "Hinged trains") should preferentially adopt the form of anchoring by wheel block; semi-trailer tractors should preferentially adopt the combination of pulling material and wheel block.

form.

5.2.4 When the articulated train is longitudinally bolted, no less than 4 wheel stops should be used, and placed on the front of the tires on both sides of one axle in the front of the articulated train One wheel stop, one wheel stop on each side of the tire on the rear of one axle, as shown in Figure 1;

The back of the transport vehicle is firmly fixed, and other longitudinal reinforcement measures can also be assisted.

Explanation.

1 --- wheel stop.

Figure 1 Schematic layout of longitudinal bolted wheel stops for articulated trains

JT/T 1271-2019

5.2.5 The semi-trailer traction pins transported separately shall be connected with the fixed traction seat of the railroad hauler and locked, and shall use a lot of Bolted on 4 wheels. The wheel stop should be arranged at the front end of the semi-trailer corresponding to the tire and the rear axle corresponding to the rear end of the tire, and it should be in contact with the tire cover.

It is tight and firmly fixed with the railroad hauler, as shown in Figure 2.

Explanation.

1 --- wheel stop.

Figure 2 Schematic layout of longitudinal bolted wheel stops of a semi-trailer

5.2.6 The friction between the tires of the back transport vehicle and the floor surface of the railway back transport vehicle shall be checked in accordance with Appendix B. When the friction is insufficient, Horizontal anchoring measures should be taken, and the following reinforcement methods should be selected according to the structure of the railway back transport vehicle.

a) Rail haulers with side walls should be secured with no less than 4 barrier materials. The barrier material should be arranged on a semi-hanging traction the second axle of the vehicle and the last axle of the semi-trailer correspond to the outside of the wheel, and are closed with the side of the wheel and the side wall of the railroad transport vehicle, and the back transporter is fixed, as shown in Figure 3. The blocking force of the blocking material shall be checked in accordance with Appendix B.

b) Rail haulers without side walls should be anchored by pulling materials. On the semi-trailer tractor drive shaft (group) or the front of the car body the anchor point and the semi-trailer axle (group) or the rear end anchor point are symmetrically drawn in an "eight" shape with the pulling material.

One end is tied to the anchorage point of the railway back transport vehicle, as shown in Figure 4. The pulling force of the pulling material should be calibrated according to Appendix B.

Nuclear, allowable pulling force to take 1/2 of its breaking force.

Explanation.

1 --- side wall;

2 --- barrier material.

Figure 3 Schematic layout of lateral bolting barrier material for articulated trains

Explanation.

1 --- Drawing material.

Figure 4 Schematic diagram of lateral pulling and pulling of articulated trains

6 Requirements for anchoring devices

6.1 wheel block

6.1.1 The wheel stop shall be able to be fixed on the railway back transport vehicle and shall be covered with the tires of the back transport vehicle.

JT/T 1271-2019

6.1.2 When only the wheel block is used to limit the longitudinal rolling of the articulated train, the minimum effective height of the wheel block (wheel h) shall be calculated according to formula (1).

h round = (0.334 4-0.0001 8Q total) D (1) in the formula. h wheel-the effective height of the wheel block, the unit is millimeter (mm);

D --- Diameter of articulated train or semi-trailer tire, unit is millimeter (mm).

6.1.3 The strength of the connection between the wheel block and the railroad hauler should be sufficient to prevent the wheel block itself from moving or overturning.

Calculate the longitudinal reinforcement force of the connected train. The theoretically calculated maximum stress should be less than the allowable stress of the second working condition (super load condition) of the material used.

The allowable stress value is according to TB/T 3550. The relevant provisions of Appendix F in 2-2019 are selected. Fully loaded articulated train longitudinal reinforcement (F longitudinal) Equation (2) is calculated.

F vertical = (0.001 2Q2 total-0.32Q total + 29.85) × 49-min (9.8 µ1 × Z axis, F system) (2) in the formula. F longitudinal --- the longitudinal reinforcement force of the fully loaded articulated train, the unit is kilonewton (kN);

µ1 --- the friction coefficient between the tire and the floor surface of the railway shuttleback truck Z axis-the sum of the axle loads of all brake axles of a fully loaded articulated train, in tons (t);

F system --- the sum of the braking forces of all brake axes of a fully loaded articulated train, in kilonewtons (kN).

6.1.4 When the wheel block is shaped, the strength should be checked in accordance with the method in Appendix C. The maximum stress at the relevant test points should be less than the material used.

Permissible stress in the second working condition, without obvious displacement and deformation of the wheel block, and the articulated train and semi-trailer are in a good bolting condition.

6.2 Fixed traction seat

6.2.1 The structural strength of the fixed traction seat shall comply with TB/T 3550. Relevant provisions of 2-2019, and fixed in accordance with the method of Appendix C During the inspection of the reinforced state of the semi-trailer and the semi-trailer, there is no obvious displacement and deformation of the fixed tractor, and the semi-trailer has a good bolting state.

6.2.2 The fixed traction seat shall be able to support the vertical load transmitted by the semi-trailer and limit the traction pin of the semi-trailer.

Horizontal, vertical and longitudinal displacement of a semi-trailer.

JT/T 1271-2019

Appendix A

(Normative appendix) Typical calculation method of tightening force A. 1 Typical bolting method Typical bolting methods include friction bolting (Figure A.1) and direct bolting. Direct bolting also includes longitudinal or transverse parallel oblique pulling bolting.

(Figure A.2), cross-cable tension and tightening (figure A.3), etc.

Explanation.

1 --- load; 5 --- horizontal axis (y-axis);

2 --- vertical axis (Z axis); 6 --- anchoring point;

3 --- Tightening material; 7 --- Cargo loading plane;

4 --- tensioning device; 8 --- vertical axis (x-axis).

Figure A. 1 Friction bolt tightening

Explanation.

1-4 --- Fastening point;

2, 3 --- connection point.

Figure A. 2 Longitudinal or horizontal parallel oblique pull bolts

JT/T 1271-2019

Explanation.

1 --- cargo loading plane; 4 --- horizontal axis (y-axis);

2 --- load; 5 --- vertical axis (x-axis);

3 --- vertical axis (Z axis); 6 --- Tighten the material.

Figure A. 3 Cross-cable tension bolts

A. 2 Symbol

See Table A for the relevant symbols mentioned in the calculation of the tightening force and the schematic diagram. 1.

Table A. 1 symbol

Symbol description unit a The distance from the center of gravity of the transport vehicle and its loaded cargo to the horizontal centerline of the vehicle, mm b Overturning arm m cx longitudinal acceleration coefficient-cy lateral acceleration coefficient-cz Vertical acceleration coefficient-d Height of loaded core m FT Tightening force N Fx Longitudinal force on the load caused by longitudinal acceleration N Fy is the lateral force N on the load caused by the lateral acceleration Fz Vertical force on load due to vertical acceleration N g Gravitational acceleration, usually value is 9. 8 m/s2 h Load height m k tensile force transmission coefficient-l The center distance of the bogie of the railway shuttleback vehicle mm m Load weight kg n Number of Tightening Materials-JT/T 1271-2019

Table A. 1 (continued)

Symbol description unit Total weight of heavy trucks on the Q total railway w Loading width m µ Coefficient of friction between the load and the load-bearing surface of the transport vehicle-alpha Angle between bolting material and bearing surface ° betax Longitudinal anchoring angle of anchoring material ° betay Tightening angle of bolting material ° refer to TG/HZ 102 for the value of friction coefficient µ.

When the fastening material is equipped with a tensioning device and/or a tension indicator, the value of the tension transmission coefficient k is.

(1)k = 1. 5. The tightening material is equipped with a tensioning device;

(2)k = 2, the tightening material is equipped with two tensioning devices.

A. 3 acceleration coefficient the longitudinal acceleration coefficient cx, lateral acceleration coefficient cy, and vertical acceleration coefficient cz of the cargo shall be respectively according to formulas (A.1) to (A.3) Calculation.

0..2001 2 2 Total-0. 32Q Total + 29. 85 g (A. 1) cy = 2.82 + 2. 2 al g (A. 2) cz = 4.53 + 7. 84 al g (A. 3) A. 4 Calculation of the tightening force of the friction bolt A. 4. 1 Avoid moving in Figure A. In the friction-tightening method shown in Figure 1, the minimum value of the tightening force (FT) required to avoid the movement of the cargo is according to the formula (A.4) Calculation.

(Cx-µ × cz) × m × g

n × k × µ × sinalpha (A. 4) A. 4. 2 Avoid overturning in Figure A. In the friction bolting method shown in Figure 4, the minimum value of the bolting force (FT) required to prevent the cargo from overturning is as follows (A.5) Calculation.

m × g (cx, y × d-cz × b) (K-1) × w × sinalpha + (k-2) × h × cosalpha (A. 5) JT/T 1271-2019 Explanation.

1 --- overturning edge; 3 --- tensioning device;

2 --- pull indicator; 4 --- center of mass.

Figure A. 4 Friction bolts to prevent overturning and movement

A. 5 Calculation of the tightening force for direct tightening A. 5. 1 Calculation of the tightening force of longitudinal or transverse parallel oblique tension bolts when the bolts are tightened diagonally or horizontally, the minimum value of the bolting force (FT) on the bolting material is calculated according to formula (A.6).

(Cx, y-µ × cz) × m × g 2 (cosalpha + µ × sinalpha) (A. 6) A. 5. 2 Calculation of the tightening force of the cross stay cable tie the minimum value of the tightening force (FT) on the tightening material when the cross-stayed bolt is tightened is calculated according to formula (A.7).

(Cx, y-µ × cz) × m × g 2 (cosalpha × cosbetax, y + µ × sinalpha) (A. 7) JT/T 1271-2019 Appendix B (Normative appendix) Calculation method of lateral friction force, blocking force and pulling force B. 1 Calculation of lateral friction between tire and floor the lateral friction between the articulated train tires and the floor surface of the railroad hauler shall be calculated according to formula (B.1), and shall not be less than the lateral inertia 1. Sum of force and lateral wind 25 times. The lateral inertial force is calculated according to formula (B.2), and the lateral wind force is calculated according to formula (B.3).

F horizontal friction = µ1 5. 27-7.1. 84 a ' l () Q (B. 1) F horizontal = 2. 82 + 2. 2 a ' l () Q (B. 2) F wind = 0. 49S (B. 3) in the formula. F transverse friction --- lateral friction, the unit is kilonewton (kN);

µ1 --- The friction coefficient between the tire and the floor surface of the railway shuttleback truck. For the value, see TG/HQ 102;

Q --- the total weight of the articulated train and its cargo, the unit is ton (t);

F transverse --- inertial force, unit is kilonewton (kN);

a ' --- the distance from the center of gravity of the articulated train and its loaded goods to the horizontal centerline of the vehicle, in millimeters (mm);

l --- the center distance of the bogie of the railroad hauler, the unit is millimeter (mm);

F wind --- lateral wind in kilonewtons (kN);

S --- Area of the windward area of the articulated train, in square meters (m2).

B. 2 Calculation of blocking force and pull force B. 2. 1 The blocking force (F1) on the blocking material shall be calculated according to formula (B.4).

1.25 × 2. 82 + 2. 2 a'l () Q + 0. 49S []-µ 5. 27-7.1. 84 a ' l () Q 2 (B. 4) in the formula. F1 --- the force that the barrier material should withstand, the unit is kilonewton (kN);

µ --- The coefficient of friction between the cargo and the load-bearing surface of the transport vehicle. Refer to TG/HQ 102 for the value.

B. 2. 2 See Figure B. The pulling force (F2) that each pulling material shown in 1 should withstand should be calculated according to formula (B.5).

1.25 × 2. 82 + 2. 2 a'l () Q + 0. 49S []-µ 5. 27-7.1. 84 a ' l () Q n × L2BC L2AC + L2BO + L2BC (B. 5) in the formula. F2 --- the pulling force that each pulling material should withstand, the unit is kilonewton (kN);

n --- the amount of pulling and tightening material in the same direction;

LAC-the distance from point A to point C, in millimeters (mm);

LBO --- The distance from point B to point O, in millimeters (mm);

LBC --- The distance from point B to point C in millimeters (mm).

JT/T 1271-2019

Explanation.

A --- the anchoring point of the pulling material on the railway back transport vehicle;

B --- the projection of the O point on the floor of the railway back transport vehicle;

Projection of point C --- O on the railway back transport vehicle passing point A and parallel to the longitudinal centerline of the vehicle;

O --- the anchor point of the pulling material on the back transport vehicle.

Figure B. 1 Pull pull bolt

JT/T 1271-2019

Appendix C

(Normative appendix) Impact test method C. 1 Test vehicle the impact car should be an open car with MTZ2 type buffer and marked with a load of not less than 70t. Impacted car for iron Coil-back transport vehicles shall be loaded with articulated trains and semi-trailers according to the most unfavorable loading conditions, and wheel stops shall be arranged according to regulations.

C. 2 Test conditions the test should be carried out under full load and no load conditions. When the load is full, the cargo in the cargo compartment is uniformly loaded and the maximum allowable total mass of the vehicle should meet the following Column requirements.

a) Semi-trailer. 40,000 kg;

b) Articulated train. 49,000 kg.

C. 3 Measuring point arrangement the stress measurement points shall be arranged at the dangerous section of the wheel stop at the impacted end.

C. 4 Test method

C. 4. 1 When using an impact car to impact an impacted car stopped on a straight line, be prepared to prevent slipping.

C. 4. 2 Test the impact once at a speed of 3 km/h. After confirming that there is no abnormality, perform an impact test at a speed of 3 km/h. From 1 km/h to 2 km/h the gradient gradually increases the impact speed until the maximum impact speed reaches 8 km/h. The number of impacts at each speed during impact should be no less than 3 times, and Record the stress of each impact, the impact speed, the state of the f...