EP0019098B1 - Wagon couvert - Google Patents

Wagon couvert Download PDF

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Publication number
EP0019098B1
EP0019098B1 EP80102116A EP80102116A EP0019098B1 EP 0019098 B1 EP0019098 B1 EP 0019098B1 EP 80102116 A EP80102116 A EP 80102116A EP 80102116 A EP80102116 A EP 80102116A EP 0019098 B1 EP0019098 B1 EP 0019098B1
Authority
EP
European Patent Office
Prior art keywords
bearing
car
floor
cars
railway freight
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP80102116A
Other languages
German (de)
English (en)
Other versions
EP0019098A1 (fr
Inventor
Theo Dipl.-Ing. Stucki
Christian Dr. Dr. Ing. Stiefel
Alfred Sinhoff
Leo Corsten
Hans Tandetzki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Waggonfabrik Talbot GmbH and Co KG
Original Assignee
Waggonfabrik Talbot GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Waggonfabrik Talbot GmbH and Co KG filed Critical Waggonfabrik Talbot GmbH and Co KG
Priority to AT80102116T priority Critical patent/ATE3521T1/de
Publication of EP0019098A1 publication Critical patent/EP0019098A1/fr
Application granted granted Critical
Publication of EP0019098B1 publication Critical patent/EP0019098B1/fr
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D47/00—Loading or unloading devices combined with vehicles, e.g. loading platforms, doors convertible into loading and unloading ramps
    • B61D47/005—Loading or unloading devices combined with road vehicles carrying wagons, e.g. ramps, turntables, lifting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
    • B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
    • B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G7/00—Details or accessories
    • B61G7/10—Mounting of the couplings on the vehicle

Definitions

  • the invention relates to a railway freight wagon for a train unit consisting of a plurality of low-floor, short-coupled and small-sized wagons with a continuous low-lying wagon floor, in particular for the transport of road vehicles, the wagons of which are arranged at the ends of a headpiece above the wagon floor with train and Have push devices which can be pivoted out about an axis for frontal loading and unloading of the train unit from the area of the loading area.
  • railway freight wagons of the type described above are known from DE-B-1 287 104.
  • the head pieces are pivoted about at least one horizontal axis at the ends of the underframe formed with a deep wagon floor, so that they can be lowered below the level of the wagon floor. This lowering is done either by a parallel shift using one or two pairs of links or by a kind of folding process by 180 °.
  • the lowerable head pieces of the type known from DE-B-1287104 must be in the one end position in the predetermined height of normal pulling and pushing devices, they inevitably have the necessary dimensions in the vertical direction which are used to bridge the height difference between the above-mentioned upper end position and the lower wagon floor are required. This results in a certain minimum height for the car floor not only in the embodiment with a foldable head piece, but also in the embodiments with a parallel lowerable head piece. A further lowering of the car floor cannot be achieved with the lowerable head pieces of the known type because these head pieces would lay on the upper edge of the rail in the event of a greater lowering, thereby preventing a further lowering movement.
  • DE-B-1 189 111 also shows a railway freight wagon of the type initially assumed to be known, the head piece being removable from the area of the loading area for front loading and unloading of the train unit.
  • This known design has an elaborate construction, in which the forces from the buffer shocks, which may take place at a corner, must also be introduced into the middle long girders of the vehicle underframe.
  • such a construction requires a very complex design of the removable attachment acting as a head piece.
  • train units for the transport of road vehicles are known whose low-floor cars can be coupled to the locomotive or to the train's normal rail freight cars by means of end-mounted adapter cars.
  • the disadvantage of the train units to be coupled by means of adapter carriages is that these adapter carriages must always be carried along empty, so that transport space is lost. There is also a certain loss of transport space in the low-floor wagons with lowerable head pieces, but this loss is only slight.
  • the invention has for its object to provide a railway freight wagon of the type described above, the loading area which is continuously accessible over the entire length of the train unit is so close to the top edge of the rail that, apart from containers, swap bodies and large piece goods, all road vehicles, such as trucks, truck trailers , Articulated lorries and semitrailers can be transported within the clearance profile without measures for lowering the load being necessary, and that the train unit thus formed can nevertheless be coupled directly with conventional railroad cars without the use of special end wagons; freight wagons can be coupled within a train set.
  • the solution to this problem by the invention is characterized in that the head pieces of the wagons arranged at the ends of the train unit are mounted on both sides by means of a vertical axis lying outside the wagon floor, both removable and optionally pivotable about one of the axes on the vehicle undercarriage.
  • the main advantage is that the continuous low-lying carriage floor of the train unit on the one hand due to the short coupled cars and on the other hand through the inventive design of the head pieces arranged exclusively at the ends of the train unit to a lower minimum height above the rail edge can be lowered so that trucks and semitrailers can be moved up and down over the front of the train unit and transported on the train unit without special measures on the car floor, such as pocket-shaped training for the wheels, lowering the motor vehicles to ensure compliance with the Clearance profile is required.
  • This not only gives the advantage of easier and faster loading and unloading, but also the possibility of using the loading area considerably more cheaply, since the location is not prescribed for the individual motor vehicles.
  • the load capacity of the train unit is significantly increased in this way.
  • each car can be formed into a so-called end car, which considerably simplifies the assembly of train units according to the invention.
  • the vertical axes of the head piece lying outside the car floor according to the invention not only allow a complete removal of the head piece, for example by means of a forklift, but also an optional pivoting to one side or the other, so that all necessary options are given when loading and unloading the train unit are in order to enable unhindered loading and unloading of the train unit through the head pieces.
  • each head piece consists of a buffer beam which carries the normal pulling and pushing devices and which is supported at both ends on the vehicle undercarriage by at least two spaced-apart bearings.
  • one of the two bearings is located in the area of the buffer beam; the second bearing is located below the buffer beam and connected to it via stiffeners. This results in a particularly robust bearing for the buffer screed.
  • each bearing consists of a bearing bush on the vehicle undercarriage and a bearing bush arranged on the head piece, and a bearing pin which. can be pulled out of one of the bearing bushes in the axial direction.
  • both bearing bolts of superimposed bearings are connected via a handlebar to a common crank disc, which can be rotated by means of a lockable hand lever, both bearing bolts can be moved together in the axial direction to release the associated end of the buffer beam, so that they disengage from one of the two bearing bushes , which together with the bearing pin form the swivel bearing.
  • the bearing bolts can also be pulled out of one of the bearing bushes in the axial direction by means of a power-operated device.
  • the floor of the end car and the middle car is formed outside the area of the bogies from parallel to each other and at a distance from each other, so that in addition to a simple design for determining the adjustable wheel cover results in an execution that also unfavorable weather conditions, such as rain or snow, enable safe driving on the loading area; in addition, there is a certain degree of self-cleaning of the loading area due to the possibility that larger contaminants also fall through the distances between the profiles.
  • the train unit shown in two superimposed levels in Fig. 1 consists of low-floor rail freight wagons with small wheels and is intended for the transport of road vehicles and containers, 1 a semitrailer, two trucks consisting of a tractor and trailer, two semitrailers without a tractor and two containers are shown.
  • the train unit shown has two end carriages E and four intermediate carriages M, each of which is short-coupled and forms a continuous loading area that can be driven from the front.
  • Each end car E has a head piece K lying above the floor level of the loading area, which is shown on an enlarged scale in FIGS. 2 and 3 and is mounted so that it can be removed from the area of the loading area.
  • the loading area results from the low-lying car floor W, which runs at the same height for the middle car M and the end car E.
  • the end and middle wagons E and M shown on an enlarged scale in FIGS. 2 to 7 each have a base frame 1, which is formed by two middle long beams 1a, two outer long beams 1b and several crossbeams 1c and, in the embodiment shown, on two four-axle bogies 2 is supported.
  • the outer long beams 1b are trough-shaped upwards and provided with a wheel guide profile 1d in the area of the car floor W.
  • the car floor W While in the area of the bogies 2 the car floor W is formed by a cover plate 3 provided with a plurality of bottom flaps 3a, the car floor W outside the area of the bogies 2 consists of profiles 4 lying parallel to one another in the transverse direction and at a distance from one another, so that the vehicles are on the wagon floor 4 worn dirt can fall down.
  • the bottom flaps 3a in the area of the bogies 2 facilitate access to the parts of the rail vehicles located in this area.
  • the end wagons E and middle wagons M are short-coupled to one another by buffers 5 and pulling devices 6.
  • the coupling space resulting between the end car E and middle car M or between adjacent middle cars M is bridged by drive-over bridges 7.
  • each of the axes 11 recognizable in the top view in FIG. 3 is formed by two bearings 12 lying one above the other at a distance, which are shown in an enlarged illustration in FIGS. 9 to 10.
  • These representations in conjunction with FIG. 7 show that one of the two bearings 12 is arranged in the area of the buffer beam 8 and the second bearing 12 is arranged below the buffer beam 8, this second bearing being connected to the buffer beam 8 via stiffeners 13.
  • Each bearing consists of a bearing bush 12a arranged on parts of the vehicle underframe 1, a bearing bush 12b arranged on parts of the head piece K and a bearing bolt 12c which is normally located within both bearing bushes 12a and 12b and fixes the head piece K on the vehicle underframe.
  • the bearing bolts 12c can be pulled out either in the axial direction from the bearing bushes 12a of the vehicle underframe 1 or from the bearing bushes 12b of the head piece K, whereby one of the two ends of the head pieces K is released for pivoting.
  • the bearing bolts 12c are mounted on the head piece K. They can be moved in the axial direction by means of a lockable hand lever 14.
  • the hand lever 14 is fastened to a shaft 15 which is rotatably mounted in the head piece K and carries a crank disk 16.
  • This crank disc 16 which is fastened in a rotationally fixed manner on the shaft 15, is connected to links 17, the other ends of which engage on bearing bolts 12c lying one above the other.
  • the shaft 15 and thus the crank disk 16 can be rotated with the aid thereof, the associated bearing bolts 12c of the bearings 12 arranged on one side being pulled out of the bearing bushes 12a in the axial direction via the links 17.
  • the head piece K is released for pivoting. If the bearing bolts 12c are pulled out of the bearing bush 12a on both sides of the head piece K, the head piece K can be completely removed from the vehicle underframe 1.
  • any loss of loading space is avoided in the train unit and, at the same time, a particularly simple possibility is created for an end-to-end transition between the loading area of the train formed by the carriage floor W and a stationary loading ramp.
  • the end wagons E and middle wagons M which are in turn coupled to each other without loss of loading space, result in a running over the entire length of the train unit. low-floor loading area che, which can thus be easily loaded with both road vehicles and containers.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Handcart (AREA)
  • Body Structure For Vehicles (AREA)
  • Loading Or Unloading Of Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Forklifts And Lifting Vehicles (AREA)
  • Saccharide Compounds (AREA)
  • Dry Shavers And Clippers (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Beans For Foods Or Fodder (AREA)
  • Brushes (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Seasonings (AREA)
  • Tires In General (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)
  • Addition Polymer Or Copolymer, Post-Treatments, Or Chemical Modifications (AREA)
  • Superconductors And Manufacturing Methods Therefor (AREA)
  • Permanent Magnet Type Synchronous Machine (AREA)
  • Diaphragms For Electromechanical Transducers (AREA)

Claims (8)

1. Wagon de chemin de fer de marchandises pour une rame, constitué par plusieurs wagons (E, M) à plate-forme surbaissée, liés entre eux par attelages courts et munis de petites roues, avec un plancher (W) des wagons continu surbaissé, notamment pour le transport de véhicules routiers, les wagons (E) respectivement disposés aux extrémités comportant une traverse d'attelage (K) placée au-dessus du plancher (W) du wagon, avec des dispositifs de traction et de choc, pièce qui, pour le chargement et le déchargement du côté frontal de la rame, peut être retirée par pivotement autour d'un axe de la zone de la surface de chargement, caractérisé en ce que les traverses d'attelage (K) des wagons (E) disposés aux extrémités de la rame sont montées des deux côtés, respectivement au moyen d'un axe vertical (11) placé en dehors du fond (W) du wagon pour pouvoir aussi bien être retirées que pivotées au choix autour de l'un des axes (11) sur le châssis (1) du véhicule.
2. Wagon de chemin de fer de marchandises selon la revendication 1, caractérisé en ce que chaque traverse d'attelage (K) est constituée par une traverse porte-tampons (8) portant les dispositifs normaux de traction et de choc, traverse qui, aux deux extrémités, est montée à rotation sur le châssis (1) du véhicule respectivement au moyen de deux paliers (12) placés l'un au-dessus de l'autre à distance.
3. Wagon de chemin de fer de marchandises, selon les revendications 1 et 2, caractérisé en ce que l'un des deux paliers (12) se trouve à chaque fois dans le domaine de la traverse porte-tampons (8) et le second palier (12) est disposé au-dessous de la traverse porte-tampons (8) et est assemblée avec celle-ci par des raidisseurs (13).
4. Wagon de chemin de fer de marchandises selon les revendications 1 à 3, caractérisé en ce que chaque palier (12) est constitué par un coussinet (12a) disposé sur le châssis (1) du véhicule ainsi que par un soussinet (12b) sur la traverse d'attelage (K) et par un axe de palier (12c) pouvant être retiré en direction axiale de l'un des coussinets (12a ou 12b).
5. Wagon de chemin de fer de marchandises selon la revendication 4, caractérisé en ce que les axes de palier (12c) de paliers superposés, sont reliés par des biellettes (17) à un plateau de manivelle commun (16) pouvant être tourné au moyen d'un levier à main (14) qui peut être bloqué.
6. Wagon de chemin de fer de marchandises selon la revendication 4, caractérisé en ce que les axes de paliers (12c) peuvent él>re retirés en direction axiale de l'un des coussinets (12a, 12b) au moyen d'un dispositif actionné mécaniquement.
7. Wagon de chemin de fer de marchandises selon les revendications 4 et 5, caractérisé en ce que les axes de paliers (12c) sont montés à pivot sur la traverse d'attelage (K) avec les biellettes (17), le plateau à manivelle (16) et le levier à main (14).
8. Wagon de chemin de fer de marchandises selon au moins l'une des revendications 1 à 7, caractérisé en ce que le plancher (W) des wagons d'extrémité (E) et des wagons intermédiaires (M) sont, en-dehors de la zone des bogies (2) constitués par des profilés (4) parallèles entre eux et placés à distance l'un de l'autre.
EP80102116A 1979-05-16 1980-04-19 Wagon couvert Expired EP0019098B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT80102116T ATE3521T1 (de) 1979-05-16 1980-04-19 Eisenbahngueterwagen.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2919600A DE2919600C2 (de) 1979-05-16 1979-05-16 Eisenbahngüterwagen für eine aus mindestens drei niederflurigen Eisenbahngüterwagen bestehende Zugeinheit
DE2919600 1979-05-16

Publications (2)

Publication Number Publication Date
EP0019098A1 EP0019098A1 (fr) 1980-11-26
EP0019098B1 true EP0019098B1 (fr) 1983-05-25

Family

ID=6070783

Family Applications (1)

Application Number Title Priority Date Filing Date
EP80102116A Expired EP0019098B1 (fr) 1979-05-16 1980-04-19 Wagon couvert

Country Status (9)

Country Link
EP (1) EP0019098B1 (fr)
AT (1) ATE3521T1 (fr)
DD (1) DD150576A5 (fr)
DE (1) DE2919600C2 (fr)
DK (1) DK155986C (fr)
ES (1) ES491498A0 (fr)
NO (1) NO149838C (fr)
PL (1) PL122717B1 (fr)
YU (1) YU40391B (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111572570A (zh) * 2020-05-22 2020-08-25 中车山东机车车辆有限公司 一种用于铁路运输公路汽车的无中梁低地板底架

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2179311B (en) * 1985-07-04 1989-05-10 Robert Malcolm Ord Rail vehicle for transporting road semi-trailers
CH669764A5 (fr) * 1986-04-08 1989-04-14 Cattaneo Ferriere Sa
DE3715887C2 (de) * 1987-05-13 1996-07-11 Schloemann Siemag Ag Verfahren und Vorrichtung zum Stapeln und/oder Sammeln von Stabstahl
DE3801117A1 (de) * 1988-01-16 1989-08-03 Talbot Waggonfab Zugeinheit mit durchgehend tiefliegendem wagenboden
AT393975B (de) * 1989-04-03 1992-01-10 Steyrermuehl Papier Verfahren zur entsorgung von abfallstoffen
AT392923B (de) * 1989-10-30 1991-07-10 Noricum Maschinenbau Handel Verfahren zum zerkleinern von stueckigem material sowie vorrichtung zur durchfuehrung dieses verfahrens
DE4118687C2 (de) * 1991-06-07 1998-04-09 Deutsche Waggonbau Ag Fahrzeug-Mittenbereich für Taschenwagen
DE4226731A1 (de) * 1992-08-14 1994-02-17 Linke Hofmann Busch Eisenbahngüterwagen, insbesondere Flachwagen, mit je einem in den Endbereichen des Untergestells angeordneten Fahrwerk
DE4235612A1 (de) * 1992-10-22 1994-04-28 Graaff Gmbh Zweiteiliger Eisenbahngüterwagen
GB2272874B (en) * 1992-11-27 1995-11-22 Transtech Ltd Oy Freight wagon for carrying trailers
DE19549277C2 (de) * 1995-12-22 2000-11-30 Dwa Deutsche Waggonbau Gmbh Kopfstück für Güterwagen mit tiefliegender Ladefläche
DE19855733C2 (de) * 1998-12-03 2002-04-11 Orthaus Fahrzeugwerk Transportfahrzeug in Form eines Niederflurwagens oder eines Tiefladers
EP1050445A1 (fr) 1999-05-05 2000-11-08 Ferriere Cattaneo SA Wagon de chemin de fer, unité des wagons de chemin de fer et composition des véhicules ferroviaires
EP1090825A3 (fr) 1999-10-07 2002-04-10 Österreichische Bundesbahnen Wagon à marchandises à deux essieux
AT16834U1 (de) * 2019-05-28 2020-10-15 Kaessbohrer Transp Technik Gmbh Tragvorrichtung mit Leitelement

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DK12370C (da) * 1909-07-26 Maxime Lambert Jærnbanevogn med armerede Længdedragere.
DE472296C (de) * 1927-07-03 1929-02-25 Theodor Heinig Schwenkbare Puffer fuer Eisenbahnfahrzeuge
FR1173693A (fr) * 1957-04-26 1959-02-27 Atel Const Nord De La France Wagon de chemin de fer pour le transport de véhicules routiers
FR1175883A (fr) * 1957-06-05 1959-04-02 Venissieux Atel Wagon plat utilisable pour le transport de véhicules
NL267826A (fr) * 1960-09-20
DE1189111B (de) * 1963-02-20 1965-03-18 Rheinstahl Siegener Eisenbahnb Tiefliegender Eisenbahnwagen, insbesondere fuer Gliederzuege
FR1462411A (fr) * 1965-11-04 1966-04-15 Cimt Comp Ind Mat Transport Dispositif de circulation améliorée de véhicules routiers sur wagons plates-formes
FR1535552A (fr) * 1966-06-15 1968-08-09 Wagon de chemin de fer surbaissé
AT301607B (de) * 1969-09-10 1972-09-11 Robert Soellner Dipl Ing Dr Te Eisenbahnfahrzeug, insbesondere für den Transport von Straßenfahrzeugen
DE2259209C2 (de) * 1972-12-02 1978-04-27 Waggon Union Gmbh, 5931 Netphendreis-Tiefenbach Absenkbares Kopfstück für Eisenbahngüterwagen
DE2843841A1 (de) * 1978-10-07 1980-04-24 Waggon Union Gmbh Abnehmbares kopfstueck

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111572570A (zh) * 2020-05-22 2020-08-25 中车山东机车车辆有限公司 一种用于铁路运输公路汽车的无中梁低地板底架
CN111572570B (zh) * 2020-05-22 2022-01-25 中车山东机车车辆有限公司 一种用于铁路运输公路汽车的无中梁低地板底架

Also Published As

Publication number Publication date
YU40391B (en) 1985-12-31
DK189680A (da) 1980-11-17
PL224173A1 (fr) 1981-02-27
NO149838B (no) 1984-03-26
NO149838C (no) 1984-07-04
NO801441L (no) 1980-11-17
DE2919600C2 (de) 1985-02-21
ATE3521T1 (de) 1983-06-15
ES8101480A1 (es) 1980-12-16
DK155986C (da) 1989-11-06
EP0019098A1 (fr) 1980-11-26
DK155986B (da) 1989-06-12
DE2919600A1 (de) 1980-11-20
YU114480A (en) 1983-02-28
ES491498A0 (es) 1980-12-16
DD150576A5 (de) 1981-09-09
PL122717B1 (en) 1982-08-31

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