EP0479458A2

EP0479458A2 - Railway vehicles

Info

Publication number: EP0479458A2
Application number: EP91308615A
Authority: EP
Inventors: John Roderick Given; Joseph Latham
Original assignee: POWELL DUFFRYN STANDARD Ltd
Current assignee: POWELL DUFFRYN STANDARD Ltd
Priority date: 1990-09-20
Filing date: 1991-09-20
Publication date: 1992-04-08
Also published as: GB9120096D0; EP0479458A3; GB9020514D0; GB2248812A

Abstract

A railway vehicle set (1), for use for example as a car transporter, comprises minor length vehicles (3) provided between major length vehicles (2) and (4). The minor length vehicles have radiussed ends which are in closely spaced nested relationship with substantially correspondingly radiussed ends of the first vehicles. The arrangement has the advantage that, when the vehicle set travels around a curve, the angle between the centre lines of two of the adjacent major length vehicles is less than would be the case if the intermediate, minor length vehicles were not present. This enables cars to be positioned across the gaps between adjacent vehicles without fear that the articulation of the vehicles will interfere with the car body-work and result in damage thereto.

Description

The present invention relates to railway vehicles.
According to a first aspect of the present invention there is provided a set of railway vehicles comprising a first major length vehicle coupled to a minor length vehicle having a radiussed end which is in spaced nested relationship with a substantially correspondingly radiussed end of the first vehicle.
Preferably, a vehicle set in accordance with the first aspect of the invention comprises a plurality of the first major length vehicles between each adjacent pair of which is a minor length vehicle (the intermediate vehicle) coupled to the first vehicles and having radiussed ends which are in spaced nested relationship with substantially correspondingly radiussed ends of the first vehicles.
Therefore, the preferred vehicle set comprises a minimum of three vehicles, namely two of the "first" major length vehicles and an intermediate minor length vehicle. More preferably however the set will comprise two major length end vehicles, n centre vehicles (where n is one or more), and (n + 1) intermediate vehicles.
Preferably (a) the intermediate vehicles have their own wheel sets (e.g. bogies or two axle wheel sets), (b) there are no wheel sets on the centre wagons (which are supported between the intermediate wagons), and (c) the end wagons only have wheels at the ends of the vehicle set. This arrangement has the advantage that, when the vehicle set travels around a curve, the angle between the centre lines of two of the adjacent major length vehicles is less than would be the case if the intermediate vehicles were not present. The preferred form of vehicle set in accordance with the first aspect of the invention is a single or double decker construction (in which the decks run from one end of the set to the other) for carrying motor vehicles. The "reduced" articulation between the first major length vehicles allows cars to be positioned across the gaps between adjacent vehicles of the set without fear that the articulation of the railway vehicles will interfere with the car bodywork and result in damage thereto. It is thus possible to maximise the loading of the vehicle set by positioning cars across the gaps.
Preferably, the coupling between adjacent vehicles of the vehicle set is a solid coupling, i.e. one which does not have any substantial resilience in the longitudinal direction.
Preferably, the or each intermediate length vehicle has a roof structure which engages with the roofs of the adjacent first major length vehicle wagons, wherein the roof structure of the intermediate wagon is mounted to have a degree of play to permit movement of the two first wagons relative to each other.
According to a second aspect of the present invention there is provided an intermediate vehicle having a wheel set and at least one (and preferably two) radiussed end(s).
A third aspect of the invention provides a major length vehicle with at least one radiussed end.
According to a fourth aspect of the invention there is provided a set of railway vehicles in which a gap between adjacent vehicles is covered (at least at the sides of the vehicles) by a first gap closure member on one vehicle locating at least partially behind a second gap closure member of the other vehicle, said gap closure members being capable of movement relative to each other.
The arrangement of first and second gap closure members is, of course, preferably provided at each side of the vehicle set.
One or both gap closure members at each side of the set may be pivotally mounted on its respective vehicle so as to be openable laterally outwardly of the vehicle to gain access, for example, to side entrance openings provided in one or both vehicles.
According to a fifth aspect of the invention there is provided a vehicle set comprising a pair of adjacent railway vehicles coupled together wherein provided at each side of the vehicle above the level of the coupling are restraining means for resisting relative roll of the two vehicles. Preferably the restraining means comprise, at each side of the set, a resilient member on one of the vehicles in engagement with a reaction member (e.g. a friction plate) on the other vehicle. The resilient means and reaction member may, for example, be mounted on upper solebars of the adjacent vehicles.
According to a sixth aspect of the present invention there is provided a railway vehicle having at one end means which may be lowered to engage the ground and/or rails and raise that end of the vehicle. Such an arrangement is particularly useful in cases where the load carrying bed of the vehicle is at a lower level than an existing loading installation (e.g. for the case where the railway vehicle has comparatively small wheels) so that by raising the end of the load carrying bed of the railway vehicle to the height of the existing installation loading can be facilitated.
According to a seventh aspect of the present invention there is provided a railway vehicle having at least one set of buffers which are vertically moveable between upper and lower positions.
All aspects of the invention described above are particularly useful in conjunction withrailway vehicles having comparatively small wheels, e.g. less than 700mm, although their use in conjunction with larger diameter wheels is of course not precluded.
The invention will be described by way of example only with reference to the accompanying drawings, in which:

Fig. 1 illustrates a set of railway vehicles in accordance with the first aspect of the invention, also showing the set in plan view going round a curve;
Fig. 2 is a schematic plan view illustrating the coupling of the vehicle shown in Fig. 1;
Fig. 3 is a schematic side view showing the coupling of the vehicles in Fig. 1;
Fig. 4 is a plan view of an Intermediate Platform Wagon and an adjacent end of a centre wagon;
Fig. 5 is a schematic illustration of a portion of the vehicle set of Fig. 1 traversing an undulation;
Fig. 6 is an enlarged view of the left-hand end of the vehicle set shown in the top part of Fig. 1;
Fig. 7 is a schematic cross-section on the line A-A of Fig. 6;
Fig. 8 illustrates a detail of a roof of an Intermediate Platform Wagon;
Fig. 9 illustrates two end wagons coupled together in their loading position; and
Figs. 10(a) and 10(b) schematically illustrate roll control means between adjacent vehicles of the set shown in Fig. 1.

Fig. 1 illustrates a set 1 of railway vehicles in accordance with the first aspect of the invention which form a "double-deck" car transporter. The illustrated set 1 comprises a total of nine individual vehicles made up of two end wagons 2, four Intermediate Platform Wagons 3 (IPW), and three centre wagons 4 arranged as shown in Fig. 1. Each of the vehicles 2-4 is of "double-decker" construction and such that a car loaded at one end of the set 1 onto either the upper or lower deck may travel on that deck along the set from one end to the other.
Each of the end wagons 2 has an end bogie 5 and the IPWs 3 each have one bogie 6. No wheels are provided on the centre wagons 4, nor at the 'inner' ends of the end wagons 2. The bogies 5 and 6 may have small diameter wheels (e.g. less than 700mm) so as to maximise the load carrying height of the vehicle set. The bogie units 5 and 6 are pivoted about the points 8 (see lower portion of Fig. 1). As an alternative to the bogies 5 and 6, it is possible to use twin-axle sets formed otherwise than as a bogie unit.
As indicated above, the centre wagons 4 do not have their own wheel sets. These wagons 4, which each locate between two IPWs 3, are coupled to and carried by the two adjacent IPWs 3. The connection between a centre wagon 4 and an IPW 3 is by means of a solid coupler 9 (Fig. 2) which is rigidly attached to the wagon 4 and which pivots about point 10 on the IPW 3. Similarly, the connection between an end wagon 2 and an adjacent IPW 3 is by means of a solid coupler pivoted at 10 on the IPW. Thus, each IPW has two points 10 about which a solid coupler connection (to an adjacent wagon 2 or 4) pivots.
By "solid coupler" is meant one that does not have any substantial resilience in the longitudinal direction of the set 1. A schematic illustration of such a coupler is shown in Fig. 3 which illustrates a distance g along the length of the coupling between the end of the wagon 4 and the end of the adjacent wagon 3. This distance g is a constant, irrespective of the relative position of the two wagons 3 and 4. It should however be noted that it is only the distance g along the length of the coupling which is a constant since adjacent wagons 3 and 4 can articulate relative to each other, both for the purpose of going round curves (horizontal articulation) as well as over uneven or undulating tracks (vertical articulation). This relative movement of the wagons will be referred to in more detail below.
Each end of the IPW 3 is radiussed, the arc preferably being centred on the adjacent pivot point 10. Each end of the IPW is closely nested to a correspondingly radiussed end of the adjacent centre wagon 4 (or end wagon 2 - as the case may be), as shown in more detail in Fig. 4. There is however a small distance between the nested ends of the IPWs 3 and adjacent wagons 2 (or 4), as provided by the length of the solid coupler 9. The use of the solid coupler 9 does however allow this gap to be minimised, as compared to the use of a resilient coupler (i.e. one which incorporates rubber blocks permitting relative change in the distance between two adjacent wagons along the length of the coupler).
It will have been noted from Fig. 1 that the IPW is of comparatively small length compared to the length of an end wagon 2 or centre wagon 4. Generally, the length of the IPW will be sufficient to take at least three-quarters or one car.
The advantage of using the small length IPWs is illustrated in the lower portion of Fig. 1 illustrating the set 1 travelling around a curve. The centreline of a wagon 4 passes through the associated pivot 10 about which the wagon 4 is coupled to the IPW 3. Thus the centre lines of two adjacent wagons 4 make an angle Φ relative to each other. This angle Φ is exactly half the angle which would exist between the two wagons 4 if they were directly connected to each other (the assumption being that the wagons have bogies on same centre line and that the end of one wagon 4 is convex so as to nest within the corresponding concave end of the other wagon 4). Thus, for the set illustrated in Fig. 1, the relative articulation between two wagons 4 (or between a wagon 2 and an adjacent wagon 4) is reduced by half by virtue of the provision of the IPW.
The use of the rigid coupler 9 in conjunction with the IPW 3 has the advantage that the gap which must be maintained between a wagon 4 (or wagon 2) and an IPW 3 to permit vertical articulation between the two vehicles may be minimised. This may be appreciated from the somewhat exaggerated schematic view of Fig. 5 which illustrates part of the set traversing a "dished" section of track. Only a comparatively small degree of vertical articulation between a wagon 4 and IPW 3 is required to permit the set to pass along the track, as compared to the case where the wagons 4 (modified with bogies as appropriate) are connected directly to each other. A similar argument applies in the case of the set travelling over a "hump" in which case the top of the adjacent vehicles 3 and 4 would move relatively away from each other. Whilst travelling through the "dish" (see Fig. 5) or over a hump, the fixed distance g along the length of the coupling between adjacent vehicles is maintained. This obviously reduces the permitted degree of vertical articulation.
Thus, by providing the IPWs 3 and the rigid coupling 9, it is possible to position the wagons 2, 3, and 4 relatively close to each other. This minimising of the gap allows cars to be loaded across the gap (on either the upper or lower deck) and since there is only comparatively small articulation between an IPW 3 and a wagon 4 (or wagon 2) as the set 1 moves around a curve, it is possible for a car to be loaded across the gap without fear of the wall of one or other of the vehicles interfering with the car bodywork during relative articulation.
The provision of only a relatively small gap between the vehicles has aesthetic advantages with regard to the overall appearance of the set, but has further advantages in relation to security. In particular, the relatively small gap may easily be covered thereby preventing unauthorised access through the gap into what may otherwise be a completely "closed" unit in that the set has a roof, ends with loading and unloading doors which may be closed (see below), and any side windows provided with transparent material. The set may thus be as secure as possible against the intrusion of thieves, vandals, or terrorists. Nevertheless, access to the inside of the set may be required from time to time by, for example, customs officers. Therefore, to provide for closure of the gap but to permit access as aforesaid, the arrangement shown in Figs. 6 and 7 is provided, the latter figure being a somewhat schematic cross-section on the line A-A of Fig. 6. The arrangement shown in Fig. 6 is for an IPW 3 between an end wagon 2 and a centre wagon 4, but the arrangement would be exactly the same in the case of an IPW 3 between two centre wagons 4.
The end wagon 2 has a lower opening 11 whereas the IPW 3 has an upper opening 12 at the top of a ladder 13, the openings 11 and 12 and the ladder 13 being covered in the manner illustrated in more detail in Fig. 7. As shown in this figure, a vertically-extending steel shutter 14 is pivotally mounted on the IPW 3 so as to be spaced laterally outwardly of the ladder 13 and to cover this ladder 13 as well as the opening 12. Pivotally mounted on the end wagon 2 is a vertically-extending rubber door 15, the free vertical edge of which locates between shutter 14 and the ladder structure 13. This free vertical edge is provided with a replaceable wear strip 16.
Shutter 14 may be locked closed but nevertheless opened by authorised personnel, in which case it pivots in the direction of arrow X, thereby exposing ladder 13 and permitting access to the set through opening 12. Once the shutter 14 has been opened, the rubber door 15 may also be opened in the direction of arrow Y so as to provide for access through opening 11 to the lower deck of the set. Whilst the train is travelling, the rubber door 15 is able to move relatively within the gap between shutter 14 and ladder 13. Such relative movement will, in effect be a sliding movement of door 15 relative to shutter 14, and this obviates disadvantages which would be associated with the use of "concertina type" covers in the gap between adjacent vehicles since such covers will eventually become subject to fatigue resulting from continual flexing. The only maintenance which is required for the illustrated coupling is occasional replacement of the wear strip 16.
It will be appreciated that the IPW will carry a total of four shutters 14, i.e. two at each end (on opposite sides thereof) of the IPW. Two ladders may also be provided at each side of the IPW, although only one has been illustrated in Fig. 6.
Although access to the upper deck of the set has been indicated as being through opening 12, this opening may be of restricted headroom. Therefore, the IPW is provided with a "lifting roof" 17 which at each end overlaps, and is in engagement with, the ends of the roofs of adjacent wagons 2 or 4. In view of the fact that, during travel of the set along a track, there will be relatively movement between the IPW 3 and adjacent wagons, it is necessary to provide for some degree of play of the roof 17 relative to the IPW 3. This may be achieved by the arrangement shown in Fig. 8 in which a side of the roof 17 (only part of which is shown) is illustrated as having an inverted T-formation 18 which locates with play in a bracket 19 which is associated with a lifting cylinder 20. The dimensioning of the inverted T-formation relative to the recess in bracket 19 is such that a degree of both side, forwards and backwards, and vertical play is allowed for the T-formation 18 (without of course the T-formation being above to come out of the bracket 19).
As mentioned above, the ends of roof 17 overlap, and are in engagement, with the roofs of the adjacent wagons. During travel of the set, relative articulating movement (horizontal or vertical) between the IPW and its adjacent wagons (such as causes movement of roof 17 relative to IPW 3) is allowed by virtue of the play of T-formation 18 within bracket 19.
Reference is now made particularly to the end of wagon 2 (see Fig. 6). As described above, the bogies 5 and 6 may be of comparatively small diameter, with the result that the lowered deck of the set is below the buffer height (1054mm) as prescribed by British Rail for a vehicle travelling immediately behind (and coupled to) a locomotive. This requirement is obviously imposed to ensure that the buffers of the locomotive (which are at the prescribed height) can act against the buffers of the vehicle. Thus as shown at the left-hand end of Fig. 6, the buffers 21 must (for the purposes of the end vehicle 2 being coupled to a locomotive) be at a height above the lower deck of the wagon 2. However, this positioning of the buffers does not allow the lower deck to be unloaded from the set 1. In order to overcome this problem, the buffers 21 are mounted on a buffer beam 22 which (when the set 2 has been uncoupled from a locomotive) can be lowered in the direction of arrow Z to the position illustrated in chain dot line. At this position, the top of the buffer beam 22 is below the level of the lower deck. It is envisaged that this lowering of the buffer beam 22 (which will be effected by rams 23 provided at each side of wagon 2) may be associated with the automatic lowering of a door to provide a platform over which cars may be run for the loading or unloading of the set 1.
A further point which arises is that existing installations for the loading of cars onto railway vehicles have been designed on the basis that the railway vehicle has standard sized wheels. Since the set illustrated in the drawings will have comparatively small wheels (e.g. less than 700mm) the lower deck of the set may be lower than the loading point of the existing installation. To cater for this problem, it is proposed that beam 24 be mounted along the underside of the buffer beam 22 and be moveable downwards relative thereto by means of rams 25 provided at each side of the wagon 2. This beam 24 carries on its underside two pads 26 each of which is positioned above one of the railway tracks. With the buffer beam 22 in its lowermost position, the beam 24 may be lowered further by means of the ram 25 so as to bring the pads 26 into engagement with the rails. Further extension of the rams 25 causes the end of the wagon 2 to be raised from the rails to a height suitable for loading and unloading cars from the existing installation.
As thus far described, reference has been made only to a single set 1 as illustrated in Fig. 1. It is however envisaged that a train may comprise a locomotive hauling two or more such sets from the loading point. Fig. 9 shows the end wagons 2 of two such sets coupled together and in a condition for loading vehicles onto the sets. Each of the end wagons 2 illustrated in Fig. 9 has its buffers 21 in the lowermost position with a platform 27 extending over the buffers 27. Therefore, cars may be loaded onto the lower deck at one end of the train and be run along one set 1, over the platform 27 and into the adjacent set. The platform 27 may be comprised of a "half platform" from one end wagon 2 and another "half platform" from the adjacent wagon 2. Provided that the sets are not intended to be uncoupled before reaching their final destination, they may travel with a car at least partially on platform 27. In this case side closures will be required between the sets to prevent unauthorised access to the sets. Alternatively, in the case where it is envisaged that the sets will be split, the half platforms are raised to seal off the ends of the lower decks prior to travel of the train.
The adjacent ends of the upper decks of the wagons 2 are each covered by the respective lifting roof 28 raised and lowered by rams 29. Each roof 28 has a closure arrangement formed as an upper vertical half shutter 30 and a lower half shutter 31 (see also Fig. 6) which is automatically lowered when the roof is raised so that the two half shutters 31 (one on each end wagon 2) are horizontal and cooperate to provide a platform over which cars may be run from one set to the other. When the roofs 28 are lowered, the half shutters 31 are raised back to the vertical position so that they each cooperate with their respective half shutters 30 so as to close the top deck.
As mentioned above, centre wagons 4 do not have their own wheel sets. If it is necessary, for maintenance purposes, to uncouple a wagon 4 from the adjacent IPWs 3 then landing legs 32 at each end of wagon 4 may be lowered so as to support the wagon body (see Fig. 6). Similar landing legs are also provided at the "inner" ends of each end wagon 2 since these ends are not supported on their own wheel sets.
A further feature of the illustrated set 1 relates to yaw damping and roll control. Since the centre wagons 3 are freely centrally pivoted along the centreline of the body it would (in the absence of some form of restraining means) be possible for them to roll over sideways. This problem is overcome in the illustrated wagon set by providing a restraint at a height above the pivot or to the sides of the pivot. A particularly suitable arrangement is schematically illustrated in Fig. 10 which shows the restraint (at one side of the set) between an IPW 3 and either a centre wagon 4 or end wagon 2. (For the purpose of clarity, Figs. 10(a) and 10(b) omit details of the rubber door 15 and metal shutter 14). Fig. 10(a) shows the restraint in plan view whereas Fig. 10(b) shows the restraint in side view.
The restraining means is provided at the level of the upper deck solebar at each side of the set and comprises a resilient buffer 33 (with attached wear plates 34) mounted on the upper deck solebar of wagon 4 (or 2) and a friction plate 35 on the upper deck solebar of IPW 3. Friction plate 35 engages against wearplate 34 and there is a pre-loaded resilience in buffer 33.
Any tendency of the wagon 4 (or 2) to roll relative to IPW 3 is countered by virtue of the engagement of friction plate 35 with wear plate 34, which engagement also serves to damp out yaw motion. The restraining means also provides damping for the IPW 3.
An advantage of the illustrated construction of vehicle set 1 which arises from the use of a small wheeled bogie is that the upper and lower decks may be flat beds (as opposed to decks which are turfed in transverse cross-section as used on conventional car carrying railway wagons). This use of flat beds improves loading and loadability of the wagons.
Although the invention has been specifically described with respect to a "double-deck" car carrier, it will of course be appreciated that the set 1 could equally well be of single deck construction for conveying larger motor vehicles.
It will also be appreciated that vehicle sets in accordance with the invention may be constructed other than as motor vehicle carriers.

Claims

A set of railway vehicles comprising a first major length vehicle coupled to a minor length vehicle having a radiussed end which is in spaced nested relationship with a correspondingly radiussed end of the first vehicle.
A set as claimed in claim 1 comprising a plurality of the first major length vehicles between each adjacent pair of which is a minor length vehicle coupled to the first vehicle and having radiussed ends which are in spaced nested relationship with substantially corresponding radiussed ends of the first vehicle.
A set as claimed in claim 2 wherein each terminal vehicle of the set is a first major length vehicle, and there is at least one extra first major length vehicle in the set.
A set as claimed in claim 3 wherein the running wheels for the set are provided on the second minor length vehicles and also at the outer ends of the terminal vehicles, the or each extra first vehicle does not have wheels and is supported by the adjacent second minor length vehicles, and the inner ends of the terminal vehicles are also supported by the adjacent second minor length vehicles.
A set as claimed in any one of claims 1 to 4 wherein adjacent ends of the first and second vehicles are connected by a coupling which is pivotal about a vertical axis on which the radiussed end of the second vehicle is centred.
A set as claimed in any one of claims 1 to 5 wherein the connection between each adjacent vehicle of the set is a rigid connection.
A set as claimed in any one of claims 1 to 6 which is a motor vehicle transporter and which has at least one deck along which a motor vehicle may be driven from one end of the set to the other.
A set as claimed in claim 7 which is of double-deck construction.
A set as claimed in any one of claims 1 to 8 wherein the wheels are of a diameter less than 700 mm.
A set as claimed in any one of claims 1 to 9 wherein a gap between adjacent vehicles is covered by a first gap closure member on one vehicle locating at least partially behind a second gap closure member of the other vehicle, said first gap closure member being capable of relative movement behind the second gap closure member during travel of the vehicle set.
A set as claimed in claim 10 wherein at least one of the gap closure members is pivotally mounted on its respective vehicle so as to be openable laterally outwardly of the vehicle.
A set as claimed in claim 10 or 11 wherein the first gap closure member covers a lower opening on one vehicle and the second gap closure member covers an upper opening on the other vehicle.
A set as claimed in any one of claims 1 to 12 wherein adjacent vehicles are provided at each side thereof above the level of the coupling between the vehicles with restraining means for resisting relative roll of the two vehicles.
A set as claimed in claim 13 wherein the restraining means comprise, at each side of the set, a resilient member on one of the vehicles in engagement with a reaction member (e.g. a friction plate) on the other vehicle.
A set as claimed in claim 14 wherein the resilient means and reaction member are mounted on upper solebars of the respective vehicles.
A set as claimed in any one of claims 1 to 16 wherein one or both terminal vehicles of the set are provided with means which may be lowered to engage the ground and/or rails to raise the end of the vehicle.
A set as claimed in claim 16 wherein the means which may be lowered to engage the ground and/or rail comprises a reaction beam mounted beneath a buffer beam of the vehicle, said reaction beam being lowerable by means of rams which, when the reaction beam has engaged the ground and/or rails are effective to raise the end of the vehicle.
A set as claimed in any one of claims 1 to 17 wherein at least one of the end vehicles has a set of buffers which are vertically movable between upper and lower positions.
A vehicle for use in a railway vehicle set as claimed in any one of claims 1 to 18.
A set of railway vehicles wherein a gap between adjacent vehicles is covered (at least at the sides of the vehicles) by a first gap closure member on one vehicle locating at least partially behind a second gap closure member of the other vehicle, said gap closure members being capable of movement relative to each other during travel of the train.
A set as claimed in claim 20 wherein one or both gap closure members is pivotally mounted on its respective vehicle so as to be openable laterally outwardly of the vehicle to gain access, for example, to side entrance openings provided in one or both vehicles.
A vehicle set comprising a pair of adjacent railway vehicles coupled together wherein provided at each side of the vehicle of the coupling are restraining means for resisting relative roll of the two vehicles.
A set as claimed in claim 22 wherein the restraining means comprise, at each side of the set, a resilient member on one of the vehicles in engagement with a reaction member (e.g. a friction plate) on the other vehicle.
A set as claimed in claim 23 wherein the resilient means and reaction member are mounted on upper solebars of the adjacent vehicles.
A railway vehicle having at one end means which may be lowered to engage the ground and/or rails and raise that end of the vehicle.
A railway vehicle having at least one set of buffers which are vertically movable between upper and lower positions.
A railway vehicle set substantially as hereinbefore described with reference to any one of the accompanying drawings.