EP0479458A2 - Véhicules de chemin de fer - Google Patents

Véhicules de chemin de fer Download PDF

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Publication number
EP0479458A2
EP0479458A2 EP91308615A EP91308615A EP0479458A2 EP 0479458 A2 EP0479458 A2 EP 0479458A2 EP 91308615 A EP91308615 A EP 91308615A EP 91308615 A EP91308615 A EP 91308615A EP 0479458 A2 EP0479458 A2 EP 0479458A2
Authority
EP
European Patent Office
Prior art keywords
vehicle
vehicles
adjacent
gap closure
railway
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.)
Withdrawn
Application number
EP91308615A
Other languages
German (de)
English (en)
Other versions
EP0479458A3 (en
Inventor
John Roderick Given
Joseph Latham
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.)
POWELL DUFFRYN STANDARD Ltd
Original Assignee
POWELL DUFFRYN STANDARD Ltd
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 POWELL DUFFRYN STANDARD Ltd filed Critical POWELL DUFFRYN STANDARD Ltd
Publication of EP0479458A2 publication Critical patent/EP0479458A2/fr
Publication of EP0479458A3 publication Critical patent/EP0479458A3/en
Withdrawn legal-status Critical Current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
    • 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
    • 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

Definitions

  • the present invention relates to railway vehicles.
  • 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.
  • 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.
  • the intermediate vehicle the minor length vehicle
  • 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.
  • the 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a railway vehicle having at least one set of buffers which are vertically moveable between upper and lower positions.
  • 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).
  • twin-axle sets formed otherwise than as a bogie unit.
  • 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.
  • 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.
  • each IPW has two points 10 about which a solid coupler connection (to an adjacent wagon 2 or 4) pivots.
  • solid coupler is meant one that does not have any substantial resilience in the longitudinal direction of the set 1.
  • FIG. 3 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.
  • 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).
  • 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.
  • This angle ⁇ 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).
  • the relative articulation between two wagons 4 is reduced by half by virtue of the provision of the IPW.
  • 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.
  • FIG. 6 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the half platforms are raised to seal off the ends of the lower decks prior to travel of the train.
  • 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.
  • 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.
  • 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.
  • 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.
  • vehicle sets in accordance with the invention may be constructed other than as motor vehicle carriers.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Wood Science & Technology (AREA)
  • Transportation (AREA)
  • Vibration Dampers (AREA)
EP19910308615 1990-09-20 1991-09-20 Railway vehicles Withdrawn EP0479458A3 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB9020514 1990-09-20
GB909020514A GB9020514D0 (en) 1990-09-20 1990-09-20 Railway vehicles

Publications (2)

Publication Number Publication Date
EP0479458A2 true EP0479458A2 (fr) 1992-04-08
EP0479458A3 EP0479458A3 (en) 1992-10-14

Family

ID=10682471

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19910308615 Withdrawn EP0479458A3 (en) 1990-09-20 1991-09-20 Railway vehicles

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EP (1) EP0479458A3 (fr)
GB (2) GB9020514D0 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0616936A1 (fr) * 1993-03-25 1994-09-28 Jenbacher Energiesysteme Aktiengesellschaft Train articulé
GB2278328A (en) * 1993-05-29 1994-11-30 James Wallace Pollitt Load carrying railway vehicle.
EP0537702B1 (fr) * 1991-10-16 1995-09-06 Kawasaki Jukogyo Kabushiki Kaisha Train de véhicules articulés
FR2751603A1 (fr) * 1996-07-26 1998-01-30 Lohr Ind Liaison composite articulee entre deux voitures successives d'un vehicule de transport en commun separees par un module intermediaire porte par un essieu
EP1728699A1 (fr) * 2005-05-10 2006-12-06 Erich Steininger Train de chemin de fer avec wagons spécials
CN106476816A (zh) * 2015-08-24 2017-03-08 中铁二局工程有限公司 一种小半径曲线转向的轨行式运载平板车

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1159975A (fr) * 1955-10-01 1958-07-04 Atel Const Nord De La France Véhicules ferroviaires articulés à plate-forme surbaissée
FR1408252A (fr) * 1964-06-29 1965-08-13 D Expl Des Moyens De Transp So Véhicule articulé tel que wagon
GB1190963A (en) * 1966-06-15 1970-05-06 Landeborg Lars E A Low-Built Railway Wagon
FR2020662A1 (fr) * 1968-10-14 1970-07-17 British Railways Board
US4579063A (en) * 1984-11-07 1986-04-01 Fiat Ferroviaria Saviglino S.P.A. Inter-carriage communication passage for rail or tramway vehicles
DE8805414U1 (fr) * 1987-05-28 1988-06-09 Cima Costruzioni S.P.A., Mantova, It
US4903612A (en) * 1988-03-11 1990-02-27 Nippon Sharyo, Ltd. Intercar gangway for articulated cars

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT8361950V0 (it) * 1983-06-28 1983-06-28 Oms Off Mec Stanga Spa Articolazione per veicoli da trasporto e suburbano su rotaia, in particolare per veicoli tranviari e/o metropolitani.
IT1174114B (it) * 1984-05-30 1987-07-01 Umberto Vigliani Articolazione con carello non convenzionale con ruote indipendenti per veicoli su rotaia a pianale ribassato

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1159975A (fr) * 1955-10-01 1958-07-04 Atel Const Nord De La France Véhicules ferroviaires articulés à plate-forme surbaissée
FR1408252A (fr) * 1964-06-29 1965-08-13 D Expl Des Moyens De Transp So Véhicule articulé tel que wagon
GB1190963A (en) * 1966-06-15 1970-05-06 Landeborg Lars E A Low-Built Railway Wagon
FR2020662A1 (fr) * 1968-10-14 1970-07-17 British Railways Board
US4579063A (en) * 1984-11-07 1986-04-01 Fiat Ferroviaria Saviglino S.P.A. Inter-carriage communication passage for rail or tramway vehicles
DE8805414U1 (fr) * 1987-05-28 1988-06-09 Cima Costruzioni S.P.A., Mantova, It
US4903612A (en) * 1988-03-11 1990-02-27 Nippon Sharyo, Ltd. Intercar gangway for articulated cars

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0537702B1 (fr) * 1991-10-16 1995-09-06 Kawasaki Jukogyo Kabushiki Kaisha Train de véhicules articulés
EP0616936A1 (fr) * 1993-03-25 1994-09-28 Jenbacher Energiesysteme Aktiengesellschaft Train articulé
GB2278328A (en) * 1993-05-29 1994-11-30 James Wallace Pollitt Load carrying railway vehicle.
FR2751603A1 (fr) * 1996-07-26 1998-01-30 Lohr Ind Liaison composite articulee entre deux voitures successives d'un vehicule de transport en commun separees par un module intermediaire porte par un essieu
WO1998004450A1 (fr) * 1996-07-26 1998-02-05 Lohr Industrie Liaison composite articulee entre deux voitures successives d'un vehicule de transport en commun separees par un module intermediaire porte par un essieu
US5953997A (en) * 1996-07-26 1999-09-21 Lohr Industrie Composite articulated connection for a public transportation vehicle
EP1728699A1 (fr) * 2005-05-10 2006-12-06 Erich Steininger Train de chemin de fer avec wagons spécials
CN106476816A (zh) * 2015-08-24 2017-03-08 中铁二局工程有限公司 一种小半径曲线转向的轨行式运载平板车

Also Published As

Publication number Publication date
EP0479458A3 (en) 1992-10-14
GB9120096D0 (en) 1991-11-06
GB2248812A (en) 1992-04-22
GB9020514D0 (en) 1990-10-31

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