EP0032471B1 - Dismountable wagon for the technical coordination of road-rail transport - Google Patents

Description

Rail-road technical coordination using swap bodies is a priori the best solution, since rail transport can be carried out using flat wagons without having to transport road components.

However, this technique could only start very recently, while the UFR technique (Union Fer et Route) has been used for forty six years and the "Kangaroo" technique for more than twenty years. These known techniques have been developed because the rail transport of road components was easy to load the wagons by rolling on the train.

• -le dessus du wagon à vide est distant des rails de 1195 mm, alors que le dessus d'un châssis de semi-remorque est distant du sol de 1450 à 1500 mm à l'endroit de la sellette et de 1300 à 1350 mm à l'extrémité arrière.
• -près des traverses d'attelage du wagon, la partie haute des plateaux des tampons fait saillie du dessus plat des wagons défini par la paroi supérieure de logement d'attelage automatique; de plus, aucun organe de franchissement des tampons ne peut être installé à demeure.

On the other hand, the technique of transferring a swap body from a wagon to a road vehicle and vice versa must take account of the following imperatives:

• -the top of the empty wagon is 1195 mm from the rails, while the top of a semi-trailer chassis is 1450 to 1500 mm from the ground at the harness position and 1300 to 1350 mm at the rear end.
• -near the wagon coupling crosspieces, the upper part of the buffer plates protrudes from the flat top of the wagons defined by the upper wall of the automatic coupling housing; in addition, no buffer crossing device can be permanently installed.

Consequently, it is practically impossible to carry out the longitudinal horizontal transfer of the boxes. In fact, this longitudinal horizontal transfer could only be envisaged at the end of a track raised above the ground, provided that a footbridge is installed above the buffers between the wagon and the road vehicle and lift each box slightly to clear the end of wagon obstacles. Such an installation could only be used for isolated wagons, which is incompatible with mass transport, or even diffuse transport.

Current transport techniques using swap bodies use lifting means making it possible to transfer these cases from road vehicles to wagons and vice versa. For medium traffic, very large capacity forklifts (lifting force 30 t with 2 m overhang) can be used; for important traffics, gantries generally on rails are permanently installed in order to cross the railway tracks and the passage of road vehicles. The investment involved in setting up material scales is very high; their profitable amortization imposes intense traffic and consequently limits the number of sites thus equipped. Petty traffic and, a fortiori, diffuse traffic (single wagons or groups of two or three) are therefore excluded from the system.

Only horizontal or substantially horizontal handling is compatible with light transfer equipment and makes it possible to satisfy all traffic (diffuse or mass). However, until now, no one has managed to carry out such horizontal handling in a practically satisfactory manner.

To be convinced of this, a reminder of the prior art is essential.

French patent n ° 766.398 describes a rail-road technical coordination wagon intended for the transport of removable bodies forming a wagon superstructure for rail transport and road vehicle superstructure for road transport, comprising a chassis element equipped with longitudinal guidance means of the load cooperating with a means of traction thereof in both directions, and also comprising a means of lifting of small amplitude making it possible in particular to bring the chassis element slightly above or below the contiguous end from the loading platform of the road vehicle to transfer a removable bodywork respectively from the wagon chassis element to the platform of the road vehicle and from the latter to the chassis element.

The major drawback of this wagon resides in the fact that in order to transfer a removable bodywork between said wagon and a road vehicle, it is necessary that the loading level of the wagon is not located at the same level as the buffering members. and shock absorption or below. If these bodies have a standard height with respect to the railway track, the height of the removable bodywork is limited by the railway gauge. But if this height of the removable bodywork is not to be reduced, the chassis must be lowered and consequently the height of the buffering and shock absorption members, which become special and unsuitable for mass traffic, must be reduced.

French Patent No. 1,045,181 describes a wagon whose chassis is in two elements arranged end to end and articulated with respect to each other. The element supporting the load is fitted with hydraulic cylinders allowing it to first be lifted to dismantle the corresponding bogie and evacuate it along the railway track, then then to lower this element so that it becomes an inclined ramp, which is provided with a folding part which is intended to extend it to the ground.

These means do not allow a horizontal transfer between the wagon and the chassis of a road vehicle, but a longitudinal transfer by inclined ramp to the ground. They are therefore not suitable for transporting removable bodies intended for technical rail-road coordination, since it would be necessary to have the same lifting equipment to place the body on a road vehicle as if it were trans carried by an ordinary wagon. In fact, this wagon can only be interesting for the transport of road vehicles loaded as a whole.

Swiss Patent No. 396,976 describes a handling technique in which the containers are secured to a structured bottom which must constitute the actual chassis of the wagon, a chassis whose ends are normally placed on and locked with the bogie buffering chassis.

The transfer of the container to the road semi-trailer takes place substantially horizontally, but it proceeds by pivoting the wagon chassis which follows the container in all its movements, instead of by longitudinal translation of the container only at level constant horizontal.

To remedy all of these drawbacks, the present invention proposes a new combination of means, using those of French patent No. 766,398 set out in the foregoing and improving them.

• -en ce que son infrastructure comporte un châssis travaillant susceptible de supporter le chargement ainsi que les efforts de tam- ponnnement et de traction, ce châssis étant scindé en au moins deux éléments qui sont reliés entre eux par des moyens de liaison désassemblables.
• -et en ce que chaque élément de châssis est porté, d'une part, à son extrémité dite de tamponnement, de façon permanente par un élément roulant cette extrémité étant en outre munie d'organes de tamponnement et d'absorption des chocs à hauteur standard, et, d'autre part, à son extrémité opposée dite de séparation, de façon temporaire lors du transfert du chargement, par un dispositif escamotable de soutien, coopérant avec le moyen de levage de faible amplitude précité et permettant de maintenir sensiblement horizontale sa surface de chargement tant que dure le transfert pendant lequel lesdits éléments sont écartés l'un de 'autre, le transfert longitudinal et horizontal du chargement s'effectuant par conséquent par l'extrémité dite de séparation.

In accordance with the invention, the improvements are:

• -in that its infrastructure comprises a working chassis capable of supporting the loading as well as the buffering and traction efforts, this chassis being split into at least two elements which are connected together by disassemblable connecting means.
• -and in that each chassis element is carried, on the one hand, at its so-called buffering end, permanently by a rolling element, this end being further provided with buffering and shock absorption members at height standard, and, on the other hand, at its opposite end called separation, temporarily during the transfer of the load, by a retractable support device, cooperating with the aforementioned low amplitude lifting means and making it possible to maintain substantially horizontal its loading surface as long as the transfer lasts during which said elements are spaced from each other, the longitudinal and horizontal transfer of the load being effected therefore by the so-called separation end.

Preferably, the connecting loyens of the two chassis elements are hooks which fit into each other by vertical translation to ensure locking, the lifting means of the retractable support device for one of said elements also making it possible to disassemble the hooks; the support device for each of the two chassis elements is equipped with railway rollers bearing on the railway track and allowing the displacement along the latter of each of said elements; the traction means cooperating with the means for longitudinally guiding the loading of each chassis element is constituted by drive rollers arranged near the separation end and capable of receiving their driving energy from the road vehicle; the means for longitudinally guiding the loading of each chassis element comprise lateral centering members of the removable bodies.

The wagon is removable, so that after having removed at least one of the extreme rolling elements, the separation end of each chassis element is accessible for its loading or unloading at the end.

When a road vehicle is brought into alignment against this free end of the wagon and supported for its support device, said end can be brought by its lifting means slightly above or below the loading level of said vehicle to transfer a removable body from the wagon to the vehicle and respectively from the latter to the wagon.

In all cases, it is possible to integrate into the wagon and the road vehicle, a simple handling device which makes it possible, in the case of diffuse traffic, to avoid any terminal transfer equipment (at the exception of a section of embedded track which is found practically in all stations), using the longitudinal guidance device and the traction means provided for this purpose on said wagon and said road vehicle.

Concomitantly, the invention makes it possible to increase the number and the geographic density of the terminals likely to be served by rail for their coordination with the road, to diversify and simplify the maneuvering possibilities in _' terminal, to improve flexibility of use, to reduce the downtime of both the train and the track and consequently of the rail-road transfer, to reduce the length of built-in track required and to further lower the cost price of a fully equipped wagon , as well as terminal equipment for mass traffic.

Various other characteristics and advantages of the invention will also emerge from the detailed description which follows.

Embodiments of the object of the invention are shown, by way of nonlimiting examples, in the accompanying drawing.

• La figure 1 est une élévation montrant schématiquement une première forme de réalisation du wagon selon l'invention,
• Les figures 2 à 4 sont des coupes transversales schématiques prises, à plus grande échelle, respectivement suivant les lignes 11-11 à IV-IV de la figure 1.
• La figure 5 est une élévation illustrant une deuxième forme de réalisation du wagon selon l'invention.
• La figure 6 est une vue partielle analogue à la figure 5, faisant ressortir le chargement et le déchargement d'un élément du wagon isolé.

On this drawing:

• FIG. 1 is an elevation schematically showing a first embodiment of the wagon according to the invention,
• Figures 2 to 4 are schematic cross sections taken, on a larger scale, respectively along lines 11-11 to IV-IV of Figure 1.
• Figure 5 is an elevation illustrating a second embodiment of the wagon according to the invention.
• Figure 6 is a partial view similar to the Figure 5, showing the loading and unloading of an element of the insulated wagon.

According to the first embodiment illustrated in FIGS. 1 to 4, the wagon comprises a first extreme bogie 1, the central clip of which supports the transverse-pivot 2 of a short chassis element 3 having stretchers 4. The wagon comprises a second extreme bogie 5 whose central lug supports a cross-pivot 6 belonging to a long chassis element 7 whose stretchers 8, joined together by cross-members 9 suitably distributed, are aligned with those 4 of the short chassis 3; the rigid joining of these stretchers is ensured by means of disassemblable connecting members 10 which can be of any type.

• -un crochet inférieur 11 solidaire de l'élément de châssis court 3, ouvert vers le haut et coopérant avec une dent conjuguée 12 faisant saillie dans sa direction de l'élément de châssis long 7,
• -un crochet supérieur 13 solidaire de l'élément de châssis long 7, ouvert vers le bas et coopérant avec une dent conjuguée 14 faisant saillie dans sa direction de l'élément de châssis court 3,
• -et un organe de verrouillage reliant entre elles les plaques extrêmes de séparation 15 et 16 des éléments de châssis 3 et 7 lorsque les crochets 11, 13 et les dents 12, 14 dont elles sont solidaires, sont emboîtés les uns dans les autres par translation verticale relative et maintiennent fortement pressées l'une contre l'autre les faces de contact pentues de ces plaques, l'organe der verrouillage pouvant avantageusement être une broche 17 cylindrique ou conique, traversant les plaques 15, 16 et mise en relation fonctionnelle de commande avec les dispositifs décrits ci-après et intervenant lors de la séparation du wagon en deux parties.

These disassemblable connecting members 10 are preferably formed, as is apparent from the example shown diagrammatically in FIG. 5 for the second embodiment, by at least:

• a lower hook 11 secured to the short chassis element 3, open upwards and cooperating with a conjugate tooth 12 projecting in its direction from the long chassis element 7,
• an upper hook 13 secured to the long chassis element 7, open downwards and cooperating with a conjugate tooth 14 projecting in its direction from the short chassis element 3,
• -and a locking member interconnecting the end plates 15 and 16 of the chassis elements 3 and 7 when the hooks 11, 13 and the teeth 12, 14 of which they are integral, are fitted into each other by translation relative vertical and keep strongly pressed one against the other the sloping contact faces of these plates, the locking member possibly advantageously being a cylindrical or conical pin 17, passing through the plates 15, 16 and establishing a functional command relationship with the devices described below and involved in the separation of the wagon into two parts.

Of course, these disassemblable connecting members 10 can proceed differently for their installation and removal, by transverse or longitudinal translation, by pivoting or by more complex movements by cams ...

The frame formed by the short chassis element 3 and the long chassis element 7 resists buffering and tensile forces, but it does not have to bear the load of the removable bodywork 18, since that -this being self-supporting can rest on the pivot-crossbars 2 and 6 by its pads or longitudinal members 19.

The long chassis element 7 is equipped, near its free end called the separation end, with a retractable support device which, in the example shown, consists of two independent crutches 20, the drums of which are integral with said structure and whose piston rods are integral with pads 21 for a fixed support on the ground or provided with orientable and possibly self-propelled casters 22. These crutches, when they rest on the ground, support the free separation end and hold the element long chassis 7 substantially horizontal; they continue to travel on either side of this position a low amplitude lifting means, by which the connecting members 10 can be disassembled and, then, said free end of the long chassis element 7 can be brought slightly above the platform of the road vehicle to load the removable body 18 from the wagon or slightly below so that this long chassis element 7 can be loaded with a removable body from a road vehicle.

The long chassis element 7 is also equipped with a longitudinal guide device for the transfer of the removable bodywork 18 between this element and the top of a semi-trailer 23 (Figure 6) and vice versa. This guide device can be of any type and, as can be seen from Figures 3 and 4, it can be constituted by longitudinal slides 24 having lateral slopes to cooperate with the side members 19 of the removable body 18 as well as by at least one pair of rollers 25 carried, by means of a shaft 26, by the stretchers 8 of the long chassis element 7. These rollers, preferably motors for pulling the removable bodywork 18 are located slightly below the level of the pivot crosspieces 2 and 6. Under these conditions, when the crutches 52 are retracted is that the long chassis element 7 is locked at the end of the short chassis element 3 by the members 10, the bodywork removable 18 rests only on the pivot crosspieces 2 and 6 while being spaced from the rollers 25; on the other hand, when the crutches 20 are actuated to lift, by bearing by their pads 21 on the ground, the front of the long chassis element 7, the latter begins first by unlocking the element of short frame 3 and then puts the rollers 25 in contact with the side members 19; the long chassis element 7 continues its previous rise by driving the removable bodywork 18 and stops when its upper level is slightly higher than that of the semi-trailer 23 (Figure 6).

To operate the transfer of the removable bodywork to the semi-trailer, it suffices to move the short extreme rolling element 1 to 4 along the track 27 (Figures 5 and 6) to move it away from the chassis element long 7 and thus free up a maneuvering area. The semi-trailer is then brought into reverse. against the free separation end of this long element 7 and under the front of the body. Then, said bodywork is moved along the aforementioned guide device and driven on the road trailer, using the motorized rollers 25 and / or a winch cable, the power being supplied by the tractor of the semi-trailer.

Another type of longitudinal guide device may include slides, not shown, which are integral with the chassis element 7 and on which rest and slide with a certain lubrication the pads or skids 19 of the removable body. These slides can be replaced by raceways, at least some of the rollers of which can be motorized with streaks. In any case, whatever the type of longitudinal guidance used, the device has lateral centering members, such as sloping tabs, rollers with inclined axes, conical rotating stops, etc.

The removable bodywork 18 is held in place by stops 28 and 29 located on the short frame member 3 and the long frame member 7 respectively. Of course, if the goods stored in this body are fragile, the stops are replaced by suitable shock absorbers allowing limited longitudinal movement of said body.

According to the second embodiment illustrated in FIGS. 5 and 6, the wagon comprises two chassis elements 30 and 31 of equal length, intended to independently support two identical removable bodies 32 and 33 respectively. These two elements are joined rigidly between them, to resist in particular the buffering and tensile forces and to support the loading, by the disassemblable connecting members 10 described above. They are supported, at their other end, by bogies 1 and 5 respectively. They are equipped with longitudinal guiding devices 19, 24 and abutments (or dampers) 28, 29 mentioned above for the bodies 32 and 33, these means not being shown. They are also equipped with support and lifting devices 34 and 35 located near their separation ends.

These devices 34 and 35 can be of any type and in particular that described for the previous embodiment. However, a preferred embodiment is illustrated by Figures 5 and 6; this embodiment is described for the device 34 associated with the chassis element 30, the description remaining valid for the device 35.

Such a device 34 comprises a frame 36 having two legs 37 mounted to pivot, at their upper end, relative to the stretchers of the chassis element 30 by means of pins 38 located as close as possible to the disassemblable connecting members 10; at their lower end, the legs 37 support an axle 39 provided with self-propelled railway rollers 40. For raising or lowering these by pivoting the frame 36 in the direction of arrow F or in the opposite direction, this frame cooperates with at least one actuator 41 whose sliding parts are articulated around axes 42 and 43 respectively belonging to a gusset of said frame and to a lug of said stretchers of the chassis element 30. The axis 43 is located, from organs 10, towards bogie 1.

Furthermore, motorized rollers 44, intended to permanently support the removable bodywork 32 and to drive it in horizontal translation, are mounted to rotate about the axes 38.

FIG. 6 illustrates the unloading of the chassis element 30 (separated from the chassis element 31) as well as the transfer of the removable bodywork 32 onto the platform of the semi-trailer 23, as described in connection with of the first embodiment.

Claims (7)

1. A car for the technical coordination of rail- highway transport, intended for transporting removable bodies forming car superstructure for rail transport and road vehicle superstructure for highway transport, this car comprising a chassis element equipped with means for longitudinally guiding the load cooperating with a means for traction thereof in both directions, and comprising also low-amplitude lifting means, making it possible, in particular, to bring the separation end of the chassis element in question slightly above or below the end contiguous with the loading platform of the road vehicle for transferring a removable body from the car chassis elements towards the platform of the road vehicle and from the latter towards the chassis element, said car being characterized:

-in that its infrastructure comprises a working chassis adapted to support the load as well as the efforts of traction and collision with a buffer, this chassis being divided into at least two elements (3, 7 or 30, 31) which are connected together by disconnectable connecting means (10),

-in that each chassis element is permanently carried on the one hand, at its so-called collision end by a rolling element (1, 5) and this end being further provided with collision and shock-absorbing members with standard height, and, on the other hand, at its opposite, so-called separation end, and temporarily during transfer of the load, by a retractable support device (20 or 34, 35), cooperating with the above-mentioned low-amplitude lifting means and enabling its loading surface to be maintained substantially horizontal as long as the transfer lasts during which said elements are spaced apart from each other; the longitudinal and horizontal transfer of the load being therefore carried out by the so-called separation end.

2. The car according to claim 1, characterized in that the means for connecting (10) the two chassis elements (3, 7 or 30, 31) are hooks (11 to 14) fitting in one another by vertical translation to ensure locking, the means for lifting (20, 41) the retractable support device (20, 34, 35) of one of said elements also enabling the hooks to be disconnected.

3. The car according to claim 1, characterized in that the device for supporting (20 or 34, 35) each of the two chassis elements (3, 7 or 30, 31) is equipped with rail wheels (22 or 40) abutting on the railway (27) and allowing each of said elements to move therealong.

4. The car according to claim 1, characterized in that the traction means cooperating with the means for longitudinally guiding (24 or 25) the load (18 or 32, 33) of each chassis element (3, 7 or 30, 31) is constituted by drive wheels (35 or 44) disposed near the separation end and adapted to receive their driving energy from the road vehicle.

5. The car according to claim 1, characterized in that the means for longitudinally guiding the load of each chassis element comprise members for laterally centering (24) the removable bodies (18 or 32, 33).

6. The car according to claim 1, characterized in that each chassis element (3, 7 or 30, 31) and the corresponding removable body (18 or 32, 33) comprise combined stop and locking means (28, 29) allowing the positioning of the superstructures relatively to the infrastructures and their mutual connection.

7. The car according to claim 1, characterized in that the device for supporting each of the two elements of the chassis (3, 7 or 30, 31) is constituted by a prop (37) articulated around a horizontal axis (38) perpendicularly to the longitudinal axis of the car and located near the separation end, this prop being pivoted by at least one jack (41) abutting on the chassis element in the direction of the rolling element (1 or 5).

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