EP0441069A1 - Elastischer Boden für den übergang von Schwerlastfahrzeugen zwischen Eisenbahntransportwagen oder Strassentransportfahrzeugen - Google Patents

Elastischer Boden für den übergang von Schwerlastfahrzeugen zwischen Eisenbahntransportwagen oder Strassentransportfahrzeugen Download PDF

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Publication number
EP0441069A1
EP0441069A1 EP90400304A EP90400304A EP0441069A1 EP 0441069 A1 EP0441069 A1 EP 0441069A1 EP 90400304 A EP90400304 A EP 90400304A EP 90400304 A EP90400304 A EP 90400304A EP 0441069 A1 EP0441069 A1 EP 0441069A1
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EP
European Patent Office
Prior art keywords
floor
deformable
vehicles
beams
double
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.)
Ceased
Application number
EP90400304A
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English (en)
French (fr)
Inventor
Jean-Pierre Bechu
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.)
Pneumatiques Caoutchouc Manufacture et Plastiques Kleber Colombes SA
Original Assignee
Pneumatiques Caoutchouc Manufacture et Plastiques Kleber Colombes SA
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 Pneumatiques Caoutchouc Manufacture et Plastiques Kleber Colombes SA filed Critical Pneumatiques Caoutchouc Manufacture et Plastiques Kleber Colombes SA
Priority to EP90400304A priority Critical patent/EP0441069A1/de
Priority to ES90400304T priority patent/ES2030644T1/es
Priority to DE1990400304 priority patent/DE441069T1/de
Publication of EP0441069A1 publication Critical patent/EP0441069A1/de
Priority to GR92300056T priority patent/GR920300056T1/el
Ceased legal-status Critical Current

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Classifications

    • 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
    • B61D3/187—Details, e.g. bridges for floor connections
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D17/00—Construction details of vehicle bodies
    • B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
    • B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor

Definitions

  • the invention is in the field of connection between two successive vehicles of a rail or road transport train or even between two gangway elements for access to a ship or an aircraft, to allow rolling continuity to the load axles high that trucks, heavy goods vehicles or coaches transported, when loaded by longitudinal roll on these transport devices.
  • the transfer of the floor from one of the vehicles to the other, or from a fixed platform to a walkway with movement can, of course, be carried out by folding down rigid plates, generally articulated on a hinge axis, this axis being capable of supporting the passage of the mobile load.
  • the other end of the rigid panel thus formed rests, by simple support, on the opposite floor.
  • “Anti-wear grains” can allow some movement between the connected floors, even under the passage of the load and, moreover, the discontinuity of adjoining plates allows a certain warping of the panel.
  • a continuous floor is felt, in particular, when the continuity of passage is permanently permitted by a closed intercirculation compartment, for passengers, along the length of a train.
  • a floor must be associated with the articulated compartments described by patents FR 2,357,409 from ALSTHOM and FR 2,569,149 from S.I.G., as well as EP0181294 from FIAT.
  • the floor is a simple plate, comprising a hinge for the first articulation and three hinges for the latter, or sheet metal slides for the second.
  • the kinematics allowing a continuous floor surface despite the rotations and the lateral deflections in curve-against-curve, is due, in these systems, only to rotations of compartment elements around vertical axes.
  • the corresponding movable floors can be considered as solids of the same structure as the floors of vehicles from which they are separated by a movable border.
  • the kinematics associated with these movable floors must provide for multiple articulations, capable of supporting the loads which can traverse them, and these elements reach unacceptable dimensions when these specific loads are of several tons, as in the case of the transport of heavy goods vehicles.
  • Patent DE 3,305,062 describes a device provided with rubber blocks and sliding bearings, while document DE 3,401,298 proposes a system provided with ball joints and overlapping profiles. It is stated there, explicitly, that these means are limited to the load of the passengers crossing them.
  • Patent application EP 0.240 407 relating to a self-supporting elastic floor, filed by the applicant, would be an improvement over the devices described above, since it provides for the self-supporting of the floor, due to the beam effect of two horizontal plies of cables coated with rubber, supported on lines of supports linked to deformable joints in the horizontal direction.
  • the load is, by definition limited, because a buckling accepts, beyond the normal loads, an accidental non-destructive and reversible deformation.
  • the Applicant has also provided, by application EP 0.297.936, a circulation zone deformable in accordion and supported by transverse bars sliding on longitudinal support axes. All the deformations in lateral shearing as in warping are possible there.
  • This device is applicable to any deformable intercirculation corridor without there being a rotating compartment on vertical axes. However, it too remains limited to loads of a few passengers.
  • the prior art therefore does not yet have means adapted to the load of road heavy goods vehicles, allowing in addition a permanent and continuous connection without danger for pedestrians, thus filling the mobile gap between two consecutive vehicles of a shuttle train for example , or between a loading platform and a fixed platform.
  • the present invention defines a deformable floor from the dimension of the juxtaposed beams just necessary for the load resistance of the heavyweight. These beams form the total thickness of the floor between the vehicles and they are deformable accessories, compatible with the passage of the load outside deformation and with effective deformations in the absence of load, which must ensure articulation in all planes , warping and elastic deflections of connected elements such as couplings between vehicle bodies.
  • the invention consists of a deformable floor, allowing rolling continuity between two successive vehicles of a rail or road transport train, or between two gangway access elements to a ship or an aircraft, for the load axles high in trucks, trucks or coaches transported.
  • the invention is characterized in that double I beams, juxtaposed and dimensioned for these loads, are articulated, in vertical clearance around a horizontal axis as in transverse offset, at one end, on elastic joints of the honeycomb type with constriction of their outer ring and, at the other end, by simple support by means of support pads on the horizontal face a housing in the front of the opposite transport vehicle, the floor of which is extended by a covering comb, in order to fill any gap in the floor surface.
  • Figure 1 shows schematically, in a view 1a in elevation and a view 1b in sectional plane, the position and the dimensioning of the elements constituting the floor intended for the passage of transported vehicles, as they remain associated when a transport vehicle is uncoupled of its neighbors.
  • the vehicle (1) used for shuttle transport of trucks and heavy goods vehicles, is essentially formed, on the one hand, of side walls (2) enclosing the cargo in a quasi-continuous corridor and, on the other hand, of a flat floor (3), of sufficiently robust constitution to carry the axles more loaded provided for by the different Highway Codes or International Regulations. All of these elements, side walls (2) and floor (3) form, with the corresponding ceiling, the "body of the transport vehicle".
  • Guide edges (4) in the form of sidewalks, limit the transverse positioning of the transported vehicles and allow, by the additional height available, the accommodation of beams reinforcing the floor (3).
  • a flared entry (5) gives access to the entire width of the deformable floor (6) fixed at one end or its covering comb (7) secured to the other end.
  • the deformable floor (6) despite an articulation allowing vertical deflections between successive transport vehicles, must meet a stop limiting its downward stroke, so that when docking, it engages in the housing (8) arranged under the cover comb (7).
  • Figure 2 details, by a top view, the constitution of a passage for vehicles transported between two successive transport vehicles, coupled.
  • the deformable floor (6) consists, laterally, of two rows of independent bars, on one side articulated around a horizontal axis (9) integral with the transport vehicle shown on the left, and, secondly, in support simple, by their free end, on the edge of the housing (8).
  • Said housing (8) is formed in the front of the transport vehicle shown on the right; It is hidden by the covering comb (7), fixed above the housing (8), in order to remain as far as possible in the extension of the floor (3) of the transport vehicle (3).
  • a slightly deformable plate (10) fills the central void of the gap between transport vehicles, to avoid any risk to pedestrians who use the passage.
  • the housing (8) has a shape enveloping all the maximum displacements undergone by the bars of the deformable floor (6), while the central part accepts these displacements by the deformation of the plate (10), supported on each of its edges by the floors of transport vehicles and the two bars that surround it.
  • Figure 3 shows the various deformations that the deformable floor (6) and its accessories must allow.
  • View 3a is a top view of the passage between two transport vehicles which illustrates the curve situation, in which two adjoining bodies of the transport vehicle have an angle (A), but where the length of the coupling, which defines l 'spacing (k) between the ends of the boxes, is little changed.
  • Said spacing which remains (k) in the axis of the boxes, passes at the edges by a maximum (m) and a minimum (n); the maximum (m) justifies the overabundant length of the bars constituting the deformable floor (6) and the minimum (n) imposes the necessary depth of the housing (8) in the front of the opposing transport vehicle. These limits are increased by all the allowed elastic variations of the coupling, which modify the length (k).
  • View 3b is a half view of the same elements, during a lateral movement (d) in offset of the boxes, which occurs in particular during the passage of the curves - against curves that a switch comprises.
  • the views 3c, 3d, 3e, 3f schematically regroup, in longitudinal section, the four extreme positions which the bars forming the deformable floor (6) and the covering comb (7) must take. All these same elements are dimensioned to support the passage of a heavily loaded tire, only in the middle position as illustrated in view 3g, cut along the distance between two elementary beams.
  • the bars forming the deformable floor (6) are articulated around a horizontal axis (9) and rest, by simple support by their free end, on the horizontal face of the housing (8).
  • the covering comb (7) is fixed above said housing (8), in line with the floor (3) of the transport vehicle shown on the right.
  • the end of the covering comb (7), fixed to the front of the transport vehicle, is clamped by plate and plywood system (11) in the extension of the floor (3) of the transport vehicle and its free end slides on the floor deformable (6).
  • views 3c and 3d schematize the situation in minimum spacing (n) of the boxes which occurs on the inside of the curves; views 3e and 3f, the situation in maximum spacing (m) of the boxes which occurs on the outside of the curves.
  • a bracket (13), shown in view 3g, is intended to limit the descent of the bars formed of double I beams (14), retained around the horizontal axis (9) by means of elastic joints (15).
  • the overhang of said bars retained by the vertical rigidity of the elastic joints (15) comes to bear on the bracket (13).
  • the covering comb which would be made of reinforced metal plates, articulated at the edge of the floor (3) of transport vehicles, a similar limitation would have to be provided for the uncoupled position.
  • An appropriate sloping entry (8 ′) is provided at the edge of the horizontal face of the housing (8), beyond the limit necessary so as not to release the support of the shoe (12), in the extreme cases described by views 3rd and 3f.
  • the set of views 3 defines the geometric specifications, imposed by the application, on the various articulations and support pads, requiring their specific dimensioning.
  • the bars forming the deformable floor (6) have a length of 1300 mm, which corresponds to approximately 1200 mm useful between the axes of the supports.
  • the vertical travel due to maximum unevenness and rolling can reach 7 degrees above and below the average position around the joint on the horizontal axis (9). This occurs in the absence of the loads, which cannot be exercised in arrangements exceeding 2 ° 30 ′ on either side of the rest position.
  • view 3b defines the specifications for the transverse travel (d) imposed on the articulation of the bars forming the deformable floor (6), which can impose, in extreme cases, up to 30 degrees of angular travel .
  • This also results in a bringing together of the center distance of said bars according to the cosine of this angle, requiring a clearance between them which in this case must be 12.4% of their center distance.
  • An elastic connection hiding the gap created by said clearance is necessary between said bars, while remaining compatible by friction or deformation with the various movements.
  • FIG. 4 describes, in lateral view and transverse or horizontal sections, a bar element constituting the deformable floor (6) and responding to such a geometric specification. It is designed for the highest loads imposed by the passage of a transported vehicle axle.
  • the deformable floor (6) according to the invention for example, consists of ten juxtaposed bars as described in FIG. 4. With known tire widths, at least three bars are stressed by the passage of a tire single and five bars are concerned by the wheel with twin tires of an axle which the French Highway Code limits to 13 tonnes.
  • This case represents the most penalizing load for the passage on the deformable floor (6), of a maximum of 1300 Kg per bar.
  • View 4a represents the side view of a bar according to the invention
  • view 4b is a top view of said bar
  • views 4c, 4d, 4e and 4f show an enlargement of the two ends of view 4a by various sections .
  • One of the unitary bars forming the deformable floor (6) is made up of a box by welding, side by side, of two double I beams, the IPN 80 x 42 irons in commercial laminate constituting a suitable dimension. Said bar has an upper passage face with a width of 84 millimeters, spaced from its neighbor by a pitch of 100 mm, the resulting gap being necessary to allow transverse movement.
  • This double I beam (14) is supported, on one side, on the horizontal axis (9) by an elastic joint (15) fitted by its outer ring (16) in a bore formed in the core of the beams in double I (14).
  • Said double I beams (14) are themselves joined by a spacer (17), welded to the core of said IPN irons, by the only visible or unwelded face.
  • the horizontal axis (9), materialized by a section of axis (18) made of steel, is carried, between each inner sleeve (19) of the elastic joints (15) adjacent, by a bearing (20) for fixing on the face of the transport vehicle carrying this axis.
  • the other end of each unitary bar is carried, on the horizontal face of the housing (8) in the front of the opposing transport vehicle, by the support pad (12), fixed by screws in the weld axis of the beams in double I (14).
  • Said support pad (12) can be either a "wear grain” in manganese steel, or an antifriction pad obtained by bonded rubber-metal molding, the underside of which is coated with a flexible antifriction film, such as 'A thin layer of polyvinyl tetrafluoride or high molecular weight polyethylene adhering to the rubber according to a known process.
  • a flexible antifriction film such as 'A thin layer of polyvinyl tetrafluoride or high molecular weight polyethylene adhering to the rubber according to a known process.
  • the instantaneous pressure on the support pad (12) exceeds, temporarily, 650 daN, but by little. While close to the horizontal, the entire surface of the pad (12) rests on the horizontal face of the housing (8), with a pressure not exceeding 32 bars, compatible with its elastomeric composition coated with the anti-friction material.
  • the passage of the rolling load can exert up to 1300 daN, under vertical stress, on the elastic articulation (15), which, with the appropriate rigidities, causes an eccentricity between its outer ring (16) and its inner sleeve (19) resting on the axis sections (18) of the order of 3 millimeters.
  • the deformable floor (6), formed by the double I beams (14) more or less approaches the bracket (13) formed to support it. during uncoupling. This additional support is capable of relieving the hyperstatic balance on the elastic supports of each bar.
  • FIG. 5 describes more precisely said elastic articulation (15), the design of which proves to be specific to the application.
  • View 5a is a reminder of view 4c showing in external silhouette that the external ring (16) is press fitted both through a bore made in the two webs of the double I beam (14) and the spacer (17) which can optionally be welded to them.
  • the elastic joint (15), produced by rubber-metal adhesion, is of the honeycomb type, in which the absence of elastomer in the horizontal plane, thanks to two large, symmetrical cells (21) formed on each face during molding , provides great flexibility to the longitudinal movements of the bar, but, above all, the geometric clearance necessary for the lateral offsets (d) which it undergoes.
  • Said large cells (21) are located in the horizontal plane, so as not to compromise the rigidity of the vertical offset of the elastic joint (15), which is of the order of 400 daN per millimeter, necessary to support the loads on the bar.
  • This rigidity, as well as the possibility of deformation in torsion around the axis (9), - by 7 degrees as already indicated -, are obtained by the known process of shrinking the outer ring (16), cylindrical, forming the external reinforcement, which improves, by a circumferential prestress, the resistance to fatigue of the elastomer constituting the elastic part of the elastic joint (15).
  • View 5b is a horizontal section, recalling view 4e which explains the need to make a notch in the inner sleeve (19), over part of its length, to pass, in the shape of the mold, the large cells (21 ).
  • said large cells (21) must be locally larger than the annular space between the outer diameter of said inner sleeve (19) and the outer ring (16).
  • Said outer ring (16) must be kept in its cylindrical entirety in order to be able to undergo the shrinking deformation.
  • Vertical planes (22), limiting the large cells (21) are produced by plan milling of the inner sleeve (19), metallic, almost to tangent its internal diameter.
  • non-traversing cells for example cylindrical, located in the extension of the large cells (21), tangentially to the inner sleeve (19), in the central part.
  • Said smaller cells (24) are produced by housing in the pawn mold in the extension of the imprints.
  • the limited shape of said smaller cells (24) makes it possible to maintain the vertical rigidity of the elastic joint (15), since the full section of the elastomer is kept in a vertical plane, as shown in view 5c.
  • View 5c further shows the position of the elastic joint (15) relative to the double I beams (14) and the spacer (17) chamfered to tangent the radius of the flanges of said beams.
  • Figure 6 is a section of the elementary bar, component of the deformable floor (6), highlighting the proximity to the neighboring bar.
  • the aligned position of the double I beams (14) provides, on the upper passage face of the deformable floor (6), a gap of the order of 12.4% of their center distance, due to the cosine of their lateral offset angle , circumstance in which the soles of the IPN irons come into contact.
  • An elastic means (26) must deformably fill this gap, in order to limit falling objects or the risk of trapping the heels of coach passengers, and also to maintain approximately parallel to the bars forming the deformable floor (6). After a lateral offset (d), it is not certain that the elastic return by the elastic joints (15), lessened in the direction of the alveoli and thwarted by the friction of the support pads (12) takes place in the axis.
  • a screw at the accessible end of the flat iron (27) locks all the pins (28) in their buttonholes.
  • the method of manufacturing the components, elementary bar, elastic joint (15) fitted, support pad (12) fixed by nuts and elastic means (26) for spacing has been previously described.
  • the deformable floor (6) according to the invention is produced by assembling two sets of ten such bars.
  • a fixing bearing (20) for mounting on the face of the transport vehicle is interposed between each bar by means of a section of axis (18), straddling each interior bushing (19).
  • a slight tightening of the shank fitting makes it possible to present each set of N elementary bars (ten or a neighboring number) as a single solid fixed by N + 1 bearings (18) on the transport vehicle, the bars resting in simple support on the bracket (13) provided for this purpose.
  • the slightly deformable plate (10) is inserted between the sets of N bars, by embedding its periphery and the covering comb (7) is fixed by the plates, plywood system (11), at the other end of the transport vehicle , to form the deformable floor (6), by simple relative sliding of the components, during coupling.
  • the invention provides the designer of shuttle trains for transporting vehicles or similar devices with the possibility of transporting the heaviest trucks and buses authorized by the Highway Codes. It provides passengers and transported vehicles with permanent continuity of all the floors on the undercarriage, without requiring the maneuvers of positioning and folding of previously known devices.
  • the components of the device are easy to make or supply commercially, the exchange of deteriorated parts not posing any particular difficulty, except the simultaneous removal of a set of ten bars.
  • Those skilled in the art can, of course, make various modifications to the deformable floor which is the subject of the invention and to its variants described by way of non-limiting examples, without going beyond the ambit of the invention.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Laminated Bodies (AREA)
  • Handcart (AREA)
  • Vibration Prevention Devices (AREA)
EP90400304A 1990-02-05 1990-02-05 Elastischer Boden für den übergang von Schwerlastfahrzeugen zwischen Eisenbahntransportwagen oder Strassentransportfahrzeugen Ceased EP0441069A1 (de)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP90400304A EP0441069A1 (de) 1990-02-05 1990-02-05 Elastischer Boden für den übergang von Schwerlastfahrzeugen zwischen Eisenbahntransportwagen oder Strassentransportfahrzeugen
ES90400304T ES2030644T1 (es) 1990-02-05 1990-02-05 Suelo deformable para el paso de objetos pesados entre vehiculos de transportes ferroviarios o de carretera.
DE1990400304 DE441069T1 (de) 1990-02-05 1990-02-05 Elastischer boden fuer den uebergang von schwerlastfahrzeugen zwischen eisenbahntransportwagen oder strassentransportfahrzeugen.
GR92300056T GR920300056T1 (en) 1990-02-05 1992-08-31 Ductile floor for the passage of heavy road vehicles between railway transport vehicles or road transport vehicles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP90400304A EP0441069A1 (de) 1990-02-05 1990-02-05 Elastischer Boden für den übergang von Schwerlastfahrzeugen zwischen Eisenbahntransportwagen oder Strassentransportfahrzeugen

Publications (1)

Publication Number Publication Date
EP0441069A1 true EP0441069A1 (de) 1991-08-14

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP90400304A Ceased EP0441069A1 (de) 1990-02-05 1990-02-05 Elastischer Boden für den übergang von Schwerlastfahrzeugen zwischen Eisenbahntransportwagen oder Strassentransportfahrzeugen

Country Status (4)

Country Link
EP (1) EP0441069A1 (de)
DE (1) DE441069T1 (de)
ES (1) ES2030644T1 (de)
GR (1) GR920300056T1 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1659045A1 (de) * 2004-11-22 2006-05-24 Hitachi, Ltd. Übergangsplattform und Eisenbahnwagen
RU2506184C2 (ru) * 2011-11-19 2014-02-10 ХЮБНЕР ГмбХ Переходная полумуфта между двумя единицами рельсового подвижного состава, соединенными друг с другом шарнирами

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE539581C (de) * 1930-08-08 1931-11-30 Philipp Kremer Dr Ing UEbergangsplattform fuer Wagen mit verschiebbaren Staeben
FR860652A (fr) * 1939-06-29 1941-01-21 Michelin & Cie Passerelle de comunication entre deux voitures d'un train
FR1410345A (fr) * 1964-07-29 1965-09-10 Venissieux Atel Wagon à étage pour le transport de véhicules
EP0257185A1 (de) * 1986-08-22 1988-03-02 Linke-Hofmann-Busch Waggon-Fahrzeug- Maschinen GmbH Übergangsbrücke für eine Übergangseinrichtung

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE539581C (de) * 1930-08-08 1931-11-30 Philipp Kremer Dr Ing UEbergangsplattform fuer Wagen mit verschiebbaren Staeben
FR860652A (fr) * 1939-06-29 1941-01-21 Michelin & Cie Passerelle de comunication entre deux voitures d'un train
FR1410345A (fr) * 1964-07-29 1965-09-10 Venissieux Atel Wagon à étage pour le transport de véhicules
EP0257185A1 (de) * 1986-08-22 1988-03-02 Linke-Hofmann-Busch Waggon-Fahrzeug- Maschinen GmbH Übergangsbrücke für eine Übergangseinrichtung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1659045A1 (de) * 2004-11-22 2006-05-24 Hitachi, Ltd. Übergangsplattform und Eisenbahnwagen
RU2506184C2 (ru) * 2011-11-19 2014-02-10 ХЮБНЕР ГмбХ Переходная полумуфта между двумя единицами рельсового подвижного состава, соединенными друг с другом шарнирами

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Publication number Publication date
DE441069T1 (de) 1992-10-15
ES2030644T1 (es) 1992-11-16
GR920300056T1 (en) 1992-08-31

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