EP0324987B1 - Train unit comprising a continuous low floor - Google Patents

Abstract

The invention relates to a train unit having a continuous low-lying wagon floor, in particular for transporting lorries. It consists of at least one railway goods wagon (E) provided with two bogies (2) and of at least one further wagon (E, A) also designed with a low-lying wagon floor. So that the wheel set loads of the train unit do not exceed the admissible values even in the case of relatively heavy and relatively long lorries, the undercarriage end of a semitrailer wagon (A) is positioned on the undercarriage (1) of the railway goods wagon (E), provided with two bogies (2), at least in the region of one of the bogies (2) in order to transmit vertical forces, which semitrailer wagon is provided exclusively at its other end with a bogie (2) and, in order to transmit the horizontal pulling and pushing forces via a joint (11) with two swivel axes (a, b) running at right angles to one another, is connected to the undercarriage (1) of the railway goods wagon (E). <IMAGE>

Description

The invention relates to a train unit with a consistently low-lying path floor, in particular for the transport of road test vehicles, consisting of at least one rail freight wagon provided with bogies at the end of its underframe, which is designed for front loading and unloading, and at least one further one, also with a low-lying one Carriage floor executed carriages, all carriages of the train content are short-coupled and on the underframe of the rail freight wagon provided with two bogies, at least in the area of one of the bogies, the underframe end of a semi-trailer wagon is supported for the transmission of vertical forces, which only has a bogie at its other end and for the transmission of the horizontal tensile and compressive forces via a joint with two mutually perpendicular pivot axes is connected to the base of the railway freight wagon.

A train unit with a deep, deep wave base, which is also referred to as a "rolling highway", is known from DE-PS 29 19 600. Either four-axle bogies according to DE-PS 29 19 635 or three-axle bogies according to DE-PS 32 29 709 are used as bogies for the carriages of the train unit.

In the construction known from DE-PS 29 19 600, the train unit is put together from several rail freight wagons, the bases of which are each at both ends on one Rest the bogie. Each rail freight wagon is of such a length that a complete truck or semitrailer can be loaded on it. In the version used in practice, the length of each rail freight wagon is 18.6 m. These known train units have proven extremely successful over many years.

As a result of a change in the regulations applicable in the European Community, the permissible total weights of road trucks for combined cargo transport have increased to 44 tons. Since a 10% overload of the road goods vehicles must be taken into account and since further increases in the permissible total weight cannot be ruled out, the transport of these heavier road goods vehicles with the known train unit results in axle set loads that are above the permissible value. For example, with four-axle bogies with a wheel diameter of 360 mm, the permissible axle load is 7.5 tons per axle.

A train unit of the type described in the introduction is described in US Pat. No. 3,371,622. The train unit consists of two carriages each, the first carriage being provided with its own bogie at both ends, while the other carriage has a bogie only at one end. With its bogie-free end, this other wagon is supported in the bogie area of the self-supporting rail freight wagon. This support takes place in the area of the respective ends of the long girders of the wagons via a construction constructed similar to a hook.Here, a supporting ring is hung in a hook on the long girder of the self-supporting wagons, which is designed similar to a chain link and at the lower end of which you can see again Long girder of the non-self-supporting trolley supports trained hooks. In this way, the long girders move the car in a longitudinal direction to each other when cornering Since this displacement is achieved by a pendulum movement of the two hooks relative to one another, when the traction unit is cornering with the longitudinal displacement, there is also a change in the height of the bogie-free end of the trailer. This change in height is greater, the narrower the cornering radius is. In contrast, the rail freight wagon, which is supported directly on the bogie, maintains its altitude at all times.

When using this known train unit for the transport of multi-part road goods vehicles, there is the problem that in addition to the relative movement caused by cornering in the longitudinal direction of the car, there are also relative movements in the vertical direction. As a result, undesirable loads are introduced into the road freight vehicles. Damage to the wheel suspension and steering as well as to the coupling parts between the towing vehicle and the trailer or semi-trailer of the road trucks can occur.

The invention has for its object to keep the relative movements occurring between rail freight wagons and trailer wagons as low as possible in a train unit consisting of at least one rail freight wagon and a trailer wagon.

The solution to this problem is characterized in that end pieces of the outer long girders of the trailer are supported in the region of the center of the bogie on supporting plates of the supporting wagon, the supporting surfaces of the supporting plates being designed to be lowered relative to the outer long girders.

In a train unit designed in this way, the relative movements occurring between rail freight wagons and semi-trailers are reduced to a minimum, namely to the shifts that necessarily occur when cornering. No further relative movements occur, so that there is no risk of damage to the wheel suspension and steering as well as to the coupling parts between the towing vehicle and trailer or semi-trailer when using the towing unit for the transport of road goods vehicles. Furthermore, the design according to the invention makes it possible to load longer road goods vehicles onto two of the railway freight wagons according to the invention without the permissible clearance profile being exceeded when cornering. Even with the most unfavorable loading position of the road freight vehicles on the wagons of the train unit, the axle load remains within the permissible values, since the load is distributed over three bogies. Theoretically, this could also be achieved by using two shorter wagons of a known type, each with two buffers, i.e. a total of four bogies, but would have the disadvantage that a test vehicle consisting of a towing vehicle and trailer or a tractor with a semi-trailer in total two rail freight wagons would have to be loaded. In this case, the relative movement of the two short-coupled vehicles by means of buffers in the longitudinal and transverse directions would introduce loads into the road vehicles, which are not only undesirable but can also lead to damage to the wheel suspension and steering as well as to the coupling parts between the towing vehicle and trailer or semi-trailer . By transferring the horizontal tensile and compressive forces between the rail freight wagon with two bogies and the trailer wagon with only one bogie A joint with two pivot axes running at right angles to one another is also avoided that relative movements occur in the longitudinal and transverse directions in the coupling area between the two interconnected railway carriages, which lead to the generation of harmful forces in the road freight vehicles.

According to a further feature of the invention, the base end of another trailer truck for transmitting vertical forces can be placed on the base frame of the trailer truck in the area of its bogie, which is also connected to the base frame of the loader trailer truck by means of a joint with two pivot axes running at right angles to one another. In this way, the length of the train unit according to the invention can be increased as desired despite the use of only one rail freight wagon provided with two bogies.

Insofar as the train unit according to the invention is not to be formed by several pairs of one rail freight wagon provided with two bogies and one trailer wagon with only one bogie or from only one rail freight wagon with two bogies and a corresponding number of trailer wagons with only one bogie, but the use of two Railway freight wagons with two bogies each at the beginning and at the end of the train unit according to the invention is preferred, for example to enable conventional rail freight wagons to be coupled via appropriately designed head pieces, according to a further feature of the invention, a bogie-free trailer bridge can be arranged between the underframes of two wagons according to the invention, the vertical of which Loads are only transferred to the underframes and their horizontal tensile and compressive forces are transmitted exclusively via the joints. By using such a trailer bridge, not only the carrying of excess bogies but also a load-free train part length can be saved in the described case.

In order to avoid relieving the wheel sets at the other underframe end in spite of the transmission of part of the vertical forces of the semi-trailer or the trailer bridge onto the underframe of the rail freight wagon provided with two bogies, according to a further feature of the invention, the external long girders of the The car is connected to one another by a crossbeam placed centrally on the bogie of the bogie. This results in a favorable introduction of the additional forces resulting from the support into the respective bogie.

According to a further feature of the invention, the joint for transmitting the horizontal tensile and compressive forces is arranged in the longitudinal center of the wagon outside the bogie of the bogie. Through this arrangement according to the invention, the considerable forces to be transmitted and therefore a certain construction volume joint is located in the middle between the tracks for the wheels of road trucks, where a slight increase in the vehicle floor due to the maximum ground clearance of road trucks is harmless.

In a practical embodiment of the invention, the joint is formed by a middle long girder of the car yoke rotatable about a horizontal axis and formed by a bolt running at right angles to the yoke and arranged in a carrying strap connected to the trailer wagon or the trailer bridge. This results in a particularly simple, robust and space-saving construction for the joint formed with two mutually perpendicular pivot axes.

In an alternative embodiment, the joint is formed by a vertical bearing pin and a spherical bearing surface arranged on the pin. Such a joint has already proven itself in practice.

Fig. 1

eine schematische Seitenansicht einer Zugeinheit, die aus zwei Paaren aus jeweils einem mit zwei Drehgestellen versehenen Eisenbahngüterwagen und einem Aufliegerwagen mit nur einem Drehgestell besteht,

Fig. 2

eine der Fig.1 entsprechende Seitenansicht, bei der die Zugeinheit aus einem mit zwei Drehgestellen versehenen Eisenbahngüterwagen und drei Aufliegerwagen mit nur jeweils einem Drehgestell besteht,

Fig. 3

eine weitere, den Figuren 1 und 2 entsprechende Seitenansicht einer Ausführungsform, bei der die Zugeinheit aus zwei jeweils am Ende angeordneten Eisenbahngüterwagen mit zwei Drehgestellen, einem Aufliegerwagen mit nur einem Drehgestell und einer drehgestellfreien Aufliegerbrücke besteht,

Fig. 4

eine Draufsicht auf ein Ende eines Eisenbahngüterwagens, auf dem das drehgestellfreie Untergestellende eines Aufliegerwagens bzw. einer Aufliegerbrücke abgestützt ist, und zwar mit einer ersten Ausführungsform eines Gelenkes zur Übertragung der horizontalen Zug- und Druckkräfte,

Fig. 5

eine Seitenansicht zu Fig.4, aus der die Abstützung der beiden Untergestelle im Bereich der äußeren Langträger hervorgeht,

Fig. 6

einen senkrechten Längsschnitt gemäß der Schnittlinie VI - VI in Fig.4 mit der ersten Ausführungsform des Gelenkes,

Fig. 7

eine der Fig.4 entsprechende Draufsicht mit einer zweiten Ausführungsform des Gelenkes und

Fig. 8

einen der Fig.6 entsprechenden Längsschnitt gemäß der Schnittlinie VIII - VIII in Fig.7.

Various exemplary embodiments of the traction unit according to the invention are shown in the drawing, namely:

Fig. 1

1 shows a schematic side view of a train unit, which consists of two pairs, each consisting of a rail freight wagon provided with two bogies and a trailer wagon with only one bogie,

Fig. 2

1 shows a side view corresponding to FIG. 1, in which the train unit consists of a rail freight wagon provided with two bogies and three trailer wagons, each with only one bogie,

Fig. 3

1 shows another side view of an embodiment corresponding to FIGS. 1 and 2, in which the train unit consists of two railway freight wagons, each arranged at the end, with two bogies, a trailer wagon with only one bogie and a bogie-free trailer bridge,

Fig. 4

2 shows a plan view of one end of a rail freight wagon on which the bogie-free underframe end of a trailer wagon or a trailer bridge is supported, specifically with a first embodiment of a joint for transmitting the horizontal tensile and compressive forces,

Fig. 5

3 shows a side view of FIG. 4, from which the support of the two subframes in the area of the outer long beams emerges,

Fig. 6

3 shows a vertical longitudinal section along the section line VI - VI in FIG. 4 with the first embodiment of the joint,

Fig. 7

a plan view corresponding to Figure 4 with a second embodiment of the joint and

Fig. 8

a longitudinal section corresponding to Figure 6 along the section line VIII - VIII in Figure 7.

The train unit shown in FIGS. 1 to 3 has a continuously deep wagon floor and is particularly intended for the transport of road goods vehicles. 1 to 3 each show a truck consisting of a tractor Zf and a trailer Ah and a truck consisting of a tractor Zm with a semi-trailer Sa. These road trucks are driven onto the front of the train unit or driven away from the train unit, it being possible for the road trucks to travel over the entire length of the train unit due to the continuous low floor of the car.

Each of the train units shown in Figures 1 to 3 consists of at least one rail freight wagon E, which is provided with a bogie 2 at each end of its base frame 1. In the illustrated embodiments, each is a four-axle bogie.

In the area of one of the bogies 2, the underframe end of a trailer A is placed on the underframe 1 of this rail freight car E, which is provided with two bogies 2 and is provided with a bogie 2 exclusively at its other end. By placing the underframe 1 of the semi-trailer A on the underframe 1 of the rail freight wagon E, that part of the vertical forces of the semi-trailer A which is not absorbed by the bogie 2 of the trailer A is transferred to the rail freight wagon E.

In the first exemplary embodiment according to FIG. 1, the train unit is formed by two pairs, each of a railway freight wagon E and a semi-trailer wagon A. The pairs are short-coupled to one another using deep-lying buffers 3, whereas pivotable head pieces 4 with normal pulling and pushing devices are arranged at the ends of the pulling unit, so that the pulling unit can be coupled to other rail freight wagons. Each pair of wagons consisting of a railway freight wagon E and a semi-trailer wagon A serves to accommodate a truck or semitrailer.

In the second exemplary embodiment according to FIG. 2, the train unit consists of only one rail freight wagon E and three trailer wagons A, the bogie-free end of the underframe 1 of each trailer wagon A being placed on the end of the adjacent rail freight wagon E or trailer wagon A. In this second embodiment, the Accordingly, the truck is on the rail freight wagon E and the first trailer A, whereas the semitrailer is on the second and third trailer A. In this embodiment too, each end of the traction unit is provided with a removable or swiveling head piece 4 with normal traction and pushing devices. The last trailer A is extended at the end to accommodate the head piece 4 beyond the bogie 2.

The third exemplary embodiment according to FIG. 3 shows a train unit, which is formed at both ends by a rail freight wagon E with two bogies 2, which are each provided with a head piece with conventional pulling and pushing devices at the free end for coupling to conventional wagons. While the bogie-free end of a trailer A, which carries the trailer Ah of the truck, is placed on the right end of the left rail freight wagon E, a trailer bridge B is arranged between the base frames 1 of this trailer wagon A and the right rail freight wagon E, which is not provided with bogies . The vertical loads of this trailer bridge B, which result from the weight of the tractor Zm and part of the semi-trailer Sa, are thus transmitted via the subframes 1 into the adjacent bogies 2, on the one hand, of the semi-trailer wagon A and, on the other hand, of the rail freight wagon E.

The transfer of these vertical loads from one to the other underframe 1 is shown in FIGS. 4 to 6 using an exemplary embodiment. These representations show the outer long beams 5 of the rail freight wagon E, each of which is provided with a lowered support plate 6 at its end. The end piece 7 of the outer long beam 8 of the trailer A or the trailer bridge B is supported on these support plates 6. To reliably transfer these vertical loads into the rotary pan of the bogie 2, the outer long beams 5 of the railway freight car E or the outer long beams 8 of the trailer A are connected to each other in the bogie 2 by a crossbeam 9. This crossbar 9 can be seen in the top view in FIG. 4 and in section in FIG. In particular, the sectional view in FIG. 6 shows that in this way the vertical forces are reliably introduced into the rotary socket 10 of the bogie 2, the four wheel sets of which are shown in dashed lines in FIGS. 4 and 6.

Since only vertical forces can be transmitted via the end pieces 7 and support plates 6 in the area of the outer long beams 5 and 8 between the base frames 1, it is necessary to take additional measures for the transmission of the horizontal tensile and compressive forces. For this purpose, the underframes 1 of the rail freight wagon E, the trailer wagon A and also the trailer bridge B are connected to one another by a joint 11 which, in the manner of a gimbal, has two pivot axes running at right angles to one another. This joint 11 is arranged in the longitudinal center of the wagon outside the pivoting pan 10 of the associated bogie 2. The drawings show two exemplary embodiments of this joint 11.

The first embodiment shown in FIGS. 4 and 6 shows that this joint 11 is arranged in the region of the central long girders 12 of the underframe 1 of the rail freight wagon E or the trailer wagon A. In the first embodiment, it consists of a yoke 13, which can be rotated about a horizontal axis between the central long beams 12 and carries a vertical bolt 14, which in turn can be rotated in a bore in a horizontal carrying strap 15, which is centered between the central long beams 16 of the trailer wagon A or the trailer bridge B is formed.

The joint 11 shown in FIGS. 4 and 6 accordingly has a horizontal pivot axis a (see FIG. 4) and a vertical pivot axis b, so that all-round mobility is ensured, which excludes the transmission of vertical forces, but the transmission of horizontal tensile forces. and compressive forces and a certain angular position between rail freight wagons E and semi-trailers A or semi-trailer bridge B enables, as is necessary when the train unit is traveling on curves or ramps.

The second embodiment of the joint 11 shown in FIGS. 7 and 8 shows a construction in which this joint 11 is formed by a vertical bearing bolt 17 and a spherical bearing surface 18 arranged on this bolt 17 and having a spherical bearing surface. In this embodiment, too, there is a horizontal pivot axis a (see FIG. 7) due to the spherical design of the spherical bearing 18 and a vertical pivot axis b (see FIG. 8), so that the joint 11 according to FIGS. 7 and 8 is also capable is to transmit the horizontal tensile and compressive forces between the rail freight wagon E and the trailer wagon A or the trailer bridge B even when the train unit is traveling through bends and arches.

Claims (7)

1. A train unit consist of flat wagons, more particularly for the transport of commercial vehicles, the unit comprising at least one roll-on roll-off railway freight wagon (E) having bogies (1) at the ends of its frame (1), the unit also comprising at least one further flat wagon (A), all the wagons of the unit being close-coupled, the frame (1) of the two-bogie wagon (E) supporting at least near one of the bogies (2) the frame end of a carried or cradled wagon (A) for the transmission of vertical forces, the cradled wagon (A) having just a single bogie (2) at its other end and being connected, in order to transmit horizontal traction and buffing forces, to the frame (1) of the two-bogie wagon (E) by way of an articulation (11) having two pivoting axes (a, b) perpendicular to one another, characterised in that end parts (7) of the external longitudinal bearers (8) of the cradled wagon (A) are supported near the centre of the bogie (2) on cradle plates (6) of the carrying or cradling wagon (E or A), the bearing surfaces of the cradle plates (6) being lower than the external longitudinal bearers (5).
2. A train unit according to claim 1, characterised in that the frame (1) of the cradled wagon (A) is adapted to receive near its bogie (2) the frame end of another cradled vehicle (A) for the transmission of vertical forces, said other cradled vehicle (A) also being connected to the frame (1) of the carrying cradle wagon (A) by means of an articulation (11) having two pivoting axes (a, b) which extend perpendicularly to one another.
3. A train unit according to claim 1 or 2, characterised in that a bogieless cradled bridge (8) is disposed between the frames (1) of two wagons (E; A) and the vertical loads of such bridge are transmitted solely to the frames (1) while its horizontal traction and buffing forces are transmitted solely by way of the articulations (11).
4. A train unit according to any one of claims 1 to 3, characterised in that the external longitudinal bearers (5, 8) of the vehicle (E or A) are interconnected by a cross-beam (9) borne centrally on the cradle socket (10) of the bogie (2).
5. A train unit according to at least one of claims 1 to 4, characterised in that the articulation (11) for transmitting the horizontal traction and buffing forces is disposed at the centre of wagon length outside the cradle socket (10) of the bogie (2).
6. A train unit according to claim 5, characterised in that the articulation (11) is embodied by: a yoke (13) rotatable around a horizontal axis (a) between central longitudinal bearers (12, 16) of the wagon (E, A); and a pin (14) which extends perpendicularly to the yoke (13) and which is disposed in a carrying link (15) connected to the cradled wagon (A) or bridge (B).
7. A train unit according to claim 5, characterised in that the articulation (11) is embodied by a vertical bearing pin (17) and, disposed thereon, a pivot bearing (18) having a spherical bearing surface.

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