EP0324987B1 - Unité ferroviaire comportant un plancher surbaissé continu - Google Patents

Unité ferroviaire comportant un plancher surbaissé continu Download PDF

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Publication number
EP0324987B1
EP0324987B1 EP88121887A EP88121887A EP0324987B1 EP 0324987 B1 EP0324987 B1 EP 0324987B1 EP 88121887 A EP88121887 A EP 88121887A EP 88121887 A EP88121887 A EP 88121887A EP 0324987 B1 EP0324987 B1 EP 0324987B1
Authority
EP
European Patent Office
Prior art keywords
wagon
bogie
train unit
cradled
trailer
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 - Lifetime
Application number
EP88121887A
Other languages
German (de)
English (en)
Other versions
EP0324987A3 (en
EP0324987A2 (fr
Inventor
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 AT88121887T priority Critical patent/ATE74844T1/de
Publication of EP0324987A2 publication Critical patent/EP0324987A2/fr
Publication of EP0324987A3 publication Critical patent/EP0324987A3/de
Application granted granted Critical
Publication of EP0324987B1 publication Critical patent/EP0324987B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B61D3/14—Articulated vehicles comprising running gear interconnected by load supports facilitating low-level load transport
    • 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
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
    • B61F5/18—King-bolts

Definitions

  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • each is a four-axle bogie.
  • 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.
  • 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.
  • 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.
  • the truck is on the rail freight wagon E and the first trailer A
  • the semitrailer is on the second and third trailer A.
  • 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 .
  • FIGS. 4 to 6 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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. Unité ferroviaire comportant un plancher surbaissé continu, en particulier pour le transport de véhicules routiers lourds, l'unité se composant d'au moins un wagon de marchandises (E) muni de bogies (2) du côté des extrémités de son châssis (1), ce wagon étant conçu pour un chargement et un déchargement frontal, et l'unité comportant au moins un autre wagon (A) également à plancher surbaissé, tous les wagons de l'unité ferroviaire étant attelés entre eux de manière serrée et l'extrémité d'un wagon semi-remorque (A) s'appuyant sur le châssis (1) du wagon de marchandises (E) muni de deux bogies (2), au moins dans la zone de l'un des bogies (2) afin de transmettre les efforts verticaux, le wagon semi-remorque comportant exclusivement à son autre extrémité un bogie (2) et étant relié pour la transmission des efforts horizontaux de traction et de pression, par l'intermédiaire d'une articulation (11) à deux axes de pivotement (a, b) situés à angle droit l'un par rapport à l'autre, au châssis (1) du wagon de marchandises (E),
       caractérisée en ce que,
       les pièces d'extrémité (7) des longerons extérieurs (8) du wagon semi-remorque (A) s'appuient dans la zone du centre du bogie (2) sur des plaques d'assise (6) du wagon porteur (E ou A), les surfaces d'appui des plaques d'assise (6) étant conçues abaissées par rapport aux longerons extérieurs (5).
  2. Unité ferroviaire selon la revendication 1, caractérisée en ce que le châssis (1) du wagon semi-remorque (A) peut recevoir dans la zone de son bogie (2) pour la transmission d'efforts verticaux l'extrémité du châssis d'un autre wagon semi-remorque (A), qui est également relié au moyen d'une articulation (11) à deux axes de pivotement (a, b) à angle droit l'un par rapport à l'autre au châssis (1) du wagon semi-remorque porteur (A).
  3. Unité ferroviaire selon la revendication 1 ou 2, caractérisée en ce qu'un pont-plateau (B) sans bogie est placé entre les châssis (1) de deux wagons (E, A), ses charges verticales étant exclusivement transmises aux châssis (1) et ses efforts horizontaux de traction et de pression étant exclusivement transmises par l'intermédiaire des articulations (11).
  4. Unité ferroviaire selon l'une quelconque des revendications 1 à 3, caractérisée en ce que les longerons extérieurs (5, 8) du wagon (E ou A) sont reliés entre eux par une traverse (9) située au centre sur le pivot (10) du bogie (2).
  5. Unité ferroviaire selon l'une quelconque des revendications 1 à 4, caractérisée en ce que l'articulation (11) destinée à la transmission des efforts horizontaux de traction et de pression est placée au centre longitudinal du wagon en dehors du pivot (10) du bogie (2).
  6. Unité ferroviaire selon l'une quelconque des revendications 5, caractérisée en ce que l'articulation (11) est constituée par un joug (13) qui peut tourner autour d'un axe horizontal (a) entre les longerons médians (12, 16) du wagon (E, A) et par un axe (14) situé à angle droit par rapport au joug (13) et monté dans une attache de support (15) reliée au wagon semi-remorque (A) ou au pont-plateau (B).
  7. Unité ferroviaire selon la revendication 5, caractérisée en ce que en ce que l'articulation (11) est constituée par un axe vertical (17) et un palier à rotule (18) monté sur l'axe (17) et présentant une surface d'appui sphérique.
EP88121887A 1988-01-16 1988-12-30 Unité ferroviaire comportant un plancher surbaissé continu Expired - Lifetime EP0324987B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88121887T ATE74844T1 (de) 1988-01-16 1988-12-30 Zugeinheit mit durchgehend tiefliegendem wagenboden.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3801117 1988-01-16
DE3801117A DE3801117A1 (de) 1988-01-16 1988-01-16 Zugeinheit mit durchgehend tiefliegendem wagenboden

Publications (3)

Publication Number Publication Date
EP0324987A2 EP0324987A2 (fr) 1989-07-26
EP0324987A3 EP0324987A3 (en) 1990-01-31
EP0324987B1 true EP0324987B1 (fr) 1992-04-15

Family

ID=6345397

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88121887A Expired - Lifetime EP0324987B1 (fr) 1988-01-16 1988-12-30 Unité ferroviaire comportant un plancher surbaissé continu

Country Status (9)

Country Link
EP (1) EP0324987B1 (fr)
AT (1) ATE74844T1 (fr)
DD (1) DD283355A5 (fr)
DE (2) DE3801117A1 (fr)
DK (1) DK168369B1 (fr)
ES (1) ES2030842T3 (fr)
NO (1) NO173923C (fr)
PL (1) PL161620B1 (fr)
YU (1) YU5089A (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0722400A1 (fr) * 1994-01-28 1996-07-24 Thrall Car Manufacturing Company Wagon de chemin de fer bas et articule
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

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0934187A4 (fr) * 1996-11-04 2000-01-26 Railroad Technologies Pty Ltd Ferroutage
GB2337500B (en) * 1998-05-20 2002-05-15 Powell Duffryn Standard Ltd Bogie rail vehicles
JP3677248B2 (ja) * 2002-03-14 2005-07-27 近畿車輌株式会社 低床部を有する連接車両
FR2866300B1 (fr) * 2004-02-16 2006-03-17 Claude Lucien Arbel Materiel roulant porte-semi-remorque destine au ferroutage
EP1728699A1 (fr) * 2005-05-10 2006-12-06 Erich Steininger Train de chemin de fer avec wagons spécials
EP3284647B1 (fr) * 2016-08-19 2019-08-07 RAIpin AG Train comprenant une voie de circulation integree et wagon de train
AT524672B1 (de) * 2021-05-07 2022-08-15 Mcs Vermoegensverwaltungs Ag Drehgestell zum Bilden eines Zuges

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2992621A (en) * 1955-08-08 1961-07-18 Louis G Schoen Railroad trailer car and train unit
US2963986A (en) * 1956-10-25 1960-12-13 Dominion Foundries & Steel Combined highway and rail freight units
US2965046A (en) * 1958-06-16 1960-12-20 Giles E Chambers Transportation equipment
US3371622A (en) * 1965-10-18 1968-03-05 Gen Steel Ind Inc Articulated car
SE325289B (fr) * 1966-04-05 1970-06-29 Muotka R
US3635168A (en) * 1969-12-19 1972-01-18 Amsted Ind Inc Articulated car auxiliary center bearing
DE2919600C2 (de) * 1979-05-16 1985-02-21 Waggonfabrik Talbot, 5100 Aachen Eisenbahngüterwagen für eine aus mindestens drei niederflurigen Eisenbahngüterwagen bestehende Zugeinheit
DE2919635C2 (de) * 1979-05-16 1982-12-02 Waggonfabrik Talbot, 5100 Aachen Vierachsiges Drehgestell

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0722400A1 (fr) * 1994-01-28 1996-07-24 Thrall Car Manufacturing Company Wagon de chemin de fer bas et articule
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

Also Published As

Publication number Publication date
DE3870205D1 (de) 1992-05-21
PL161620B1 (pl) 1993-07-30
NO890142L (no) 1989-07-17
DD283355A5 (de) 1990-10-10
EP0324987A3 (en) 1990-01-31
DK17289D0 (da) 1989-01-16
ATE74844T1 (de) 1992-05-15
NO173923B (no) 1993-11-15
DK17289A (da) 1989-07-17
ES2030842T3 (es) 1992-11-16
NO173923C (no) 1994-02-23
DE3801117A1 (de) 1989-08-03
DK168369B1 (da) 1994-03-21
EP0324987A2 (fr) 1989-07-26
PL277212A1 (en) 1989-08-07
NO890142D0 (no) 1989-01-12
YU5089A (sh) 1993-05-28

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