EP0518750B1 - Special wagon for collecting or distributing railway bogies or the like for rail transport of road heavy load vehicles - Google Patents

Abstract

The invention relates to a waggon (1) comprising, at one end, a movable ramp (2) which is lowered simultaneously with the buffers (8). The movable ramp (2) and the platform of the waggon (1) carry rails, on which the bogies (4) can roll. Arranged parallel to these rails are C-shaped slideways, in which are displaced chains, the ends of which carry hooks for gripping the bogie (4) and hauling it onto the ramp (2) and the platform (1). These chains and the hydraulic ramp-actuating jacks (2) receive the working fluid from a motor-driven pump unit (22) via the controls (23). <??>The platform of the waggon (1) carries systems for securing the bogies (4) for rail travel. <IMAGE>

Description

The present invention relates to a recovery wagon or provision of railway bogies or similar vehicles with at least two wheels.

Currently, new generation Rail-Road vehicles are leaving the rail for the road, leaving their respective bogies on site in very few specific centers which are not always close to the place of dispatch or destination. Since the bogies cannot travel alone on rail, local congestion occurs through an accumulation of bogies which necessarily hamper maneuvers.

The present invention therefore aims to provide a solution to the problem of managing bogies by allowing them to be made available, recovered and transported at any station without any fixed installation or handling machine.

Another object of the invention is to reduce terminal journeys as much as possible, reducing the congestion of roads by increasing rail journeys and concomitantly greater and better development of the new generation Rail-Road system.

Yet another object of the invention is to provide a definite improvement for dangerous transport, solutions to multiple logistical problems and better protection of the environment.

• a) une rampe d'extrémité mécaniquement solidaire d'un tampon et articulée autour d'un axe horizontal transversal, cette rampe étant munie de rails pour le chargement ou le déchargement des bogies sur le wagon ;
• b) des moyens pour commander le basculement de la rampe entre une position haute sensiblement verticale, dans laquelle le tampon est en position d'utilisation, et une position abaissée dans laquelle elle est inclinée pour le chargement ou le déchargement ;
• c) des dispositifs d'arrimage des bogies ou similaires sur le wagon pour la circulation de ce dernier lorsque la rampe est en position haute ;
• d) des moyens d'entraînement des bogies sur la rampe et le wagon pour leur chargement ou leur déchargement.

In accordance with the invention, the wagon comprises:

• a) an end ramp mechanically secured to a buffer and articulated around a transverse horizontal axis, this ramp being provided with rails for loading or unloading bogies on the wagon;
• b) means for controlling the tilting of the ramp between a substantially vertical high position, in which the pad is in the use position, and a lowered position in which it is inclined for loading or unloading;
• c) bogie securing devices or the like on the wagon for the movement of the latter when the ramp is in the high position;
• d) means for driving the bogies on the ramp and the wagon for loading or unloading.

The invention therefore relates to a recovery wagon and carrier of bogies having incorporated systems with strictly autonomous operation to allow the loading and unloading of bogies in any station, as well as their transport, without any loss of support in order avoid any possible accident due to incorrect slinging.

Since the maneuvering systems are located in the lower central part and therefore do not require any annoying superstructure, the invention makes it possible to load, maneuver and transport bogies which may have, including equipment, the usual total width of the wagons.

Other features and advantages of the invention will become apparent during the description which follows, given with reference to the accompanying drawings and giving two embodiments.

• la Fig. 1 est une vue en élévation longitudinale représentant le Wagon prêt à être utilisé portant à une extrémité la rampe mobile, pour la récupération des bogies, en position relevée ;
• la Fig. 2 est une vue en élévation longitudinale représentant le Wagon en cours de chargement. Sur la rampe mobile abaissée en position d'utilisation un bogie est représenté pendant sa prise en charge ;
• la Fig. 3 est une vue en élévation longitudinale représentant le Wagon chargé de plusieurs bogies arrimés et la rampé de chargement relevée ;
• la Fig. 4 représente, vu en élévation longitudinale un convoi de bogies avec un wagon équipé du système de chargement et un autre wagon complémentaire simplement porteur ;
• la Fig. 5 représente en élévation une rampe mobile selon une variante de réalisation du wagon selon l'invention ;
• la Fig. 6 représente en élévation avec arrachement d'un mécanisme de la rampe mobile en position de circulation ferroviaire ;
• la Fig. 7 représente également en élévation avec arrachement d'un mécanisme de la rampe mobile prête à être abaissée ;
• la Fig. 8 représente encore en élévation avec arrachement d'un mécanisme de commande de la rampe mobile abaissée en position d'utilisation ;
• la Fig. 9 est une vue de dessus en plan du Wagon avec sa rampe d'accès abaissée mettant en évidence la mise en alignement des rails de la voie ferrée, de la rampe mobile et plateau de wagon ;
• la Fig. 10 est une vue en coupe transversale du Wagon suivant VII-VII de la Fig. 7 montrant les dispositifs de commande de la rampe mobile, les rails et les profils en C pour guidage des chaînes de manutention ;
• la Fig. 11 est une vue de dessus avec coupe partielle et arrachement d'une extrémité de longeron du Wagon côté mécanisme de la rampe mobile ;
• la Fig. 12 est une vue en coupe transversale de l'extrêmité du longeron suivant XII-XII de la Fig. 11 ;
• la Fig. 13 est une vue en coupe transversale d'une des deux coulisses en C guide chaîne de manoeuvre nettement apparentes sur les Fig. 9 et 10 ;
• la Fig. 14 est une vue en élévation de l'extrémité d'une chaîne de manoeuvre et de son pignon de commande ;
• la Fig. 15 représente le crochet basculant permettant la manoeuvre des bogies par accrochage automatique et décrochage commandé ;
• la Fig. 16 représente le système provoquant le décrochage des bogies ;
• la Fig. 17 représente en élévation un triangle articulé pour l'arrimage des bogies ;
• la Fig. 18 représente le triangle de la Fig. 17 vu de profil ;
• la Fig. 19 représente en élévation un patin de triangle articulé représenté sur les Fig. 17 et 18.

In these drawings:

• Fig. 1 is a view in longitudinal elevation showing the Wagon ready to be used carrying at one end the mobile ramp, for the recovery of the bogies, in the raised position;
• Fig. 2 is a longitudinal elevational view showing the Wagon being loaded. On the movable ramp lowered in the use position a bogie is shown during its handling;
• Fig. 3 is a view in longitudinal elevation showing the Wagon loaded with several bogies stowed and the loading ramp raised;
• Fig. 4 shows, seen in longitudinal elevation, a convoy of bogies with a wagon equipped with the loading system and another complementary wagon simply carrying;
• Fig. 5 shows in elevation a mobile ramp according to an alternative embodiment of the wagon according to the invention;
• Fig. 6 shows in elevation with cutaway of a mechanism of the mobile ramp in the position of rail traffic;
• Fig. 7 also shows in elevation with cutaway a mechanism of the mobile ramp ready to be lowered;
• Fig. 8 also shows in elevation with cutaway of a control mechanism of the movable ramp lowered in the position of use;
• Fig. 9 is a top plan view of the wagon with its access ramp lowered, highlighting the alignment of the rails of the railway track, of the mobile ramp and wagon platform;
• Fig. 10 is a cross-sectional view of the Wagon along VII-VII of FIG. 7 showing the control devices of the mobile ramp, the rails and the C profiles for guiding the handling chains;
• Fig. 11 is a top view with partial section and cutaway of one side member of the wagon on the side of the mobile ramp mechanism;
• Fig. 12 is a cross-sectional view of the end of the spar along XII-XII of FIG. 11;
• Fig. 13 is a cross-sectional view of one of the two guide chain guides clearly visible in FIGS. 9 and 10;
• Fig. 14 is an elevational view of the end of an operating chain and of its drive pinion;
• Fig. 15 shows the tilting hook enabling the bogies to be maneuvered by automatic coupling and controlled detachment;
• Fig. 16 shows the system causing the bogies to stall;
• Fig. 17 shows in elevation an articulated triangle for securing the bogies;
• Fig. 18 represents the triangle of FIG. 17 seen in profile;
• Fig. 19 shows in elevation an articulated triangle shoe shown in FIGS. 17 and 18.

The recovery and carrier wagon schematically represented at 1 in FIGS. 1-2-3 and 4 is provided at one end with a mobile ramp 2 which can be immobilized and locked vertically for rail traffic as shown in FIG. 1 or resting on the rails 3 - Fig. 2 to allow loading of the bogies.

Figs. 6-7 and 8 highlight a design of a system which will make it possible to pass the mobile ramp 2 from the vertical position to the loading position.

Said movable ramp 2 is securely fixed to an element 5 of quadrangular shape carrying at one end an articulation axis 6 and at the other end a U-shaped part 7 with vertical axis, on which a conventional pad 8 comes to bear. railway (Fig. 7, 11, 12). The element 5 is formed by two parallel plates between which an arm 2a for articulation of the ramp 2 is inserted on the axis 6.

At the lower part of the tubular element 5 and diametrically opposite to the ramp 2 is firmly attached a hinge yoke 9.

Behind the tubular element 5 is located another tubular element 10 of section strictly identical to the first element 5 and with which it is articulated in the vertical plane by means of the latch 6.

Inside the second tubular element 10 is fixed an axis 11 which receives the rod head of a double-acting hydraulic cylinder 12 bearing on an axis 13 passing through the spar 14.

The assembly constituted by the tubular elements 5 and 10 and joined by the articulation 6 is placed in an enveloping slide constituted by two U-shaped profiles 15 FIG. 10 leaving a passage in the upper part 16 FIG. 10 to allow the base of the mobile ramp 2 to slide and a passage in the lower part 17 FIG. 10 to also allow the support of the articulation yoke to slide also. This assembly constituted by the tubular elements 5 and 10 can move in both directions inside the slide formed by the two U 15s under the action of the double acting hydraulic cylinder 12.

The lower rear end of the tubular element 10 has a yoke 18 on which the head of a double-acting hydraulic cylinder 19 is articulated, the rod of which is articulated on the yoke 9 located at the lower part of the first tubular element 5.

In addition to these mechanisms, there is at the rear of the base of the mobile ramp 2 a heel boss 20 (Fig. 6-7) and on the top of the U 15s, connecting them securely to each other, a strong shaped piece. hook 21 (Fig. 8-9), the opening of which is directed towards the movable ramp 2.

In the following explanation of how these mechanisms work, the importance of 20 and 21 will become clear.

Before this explanation, it is essential to specify that these mechanisms have total operating autonomy thanks, in particular, to a motor-pump unit 22 permanently fixed to the chassis 1 and supplying the necessary hydraulic energy distributed by means of a control station 23 also fixed to the chassis 1 but arranged in such a way that it makes it possible to monitor all the maneuvers. In addition to this human surveillance, there are hydraulic stops which interlock the movements of the moving parts, preventing any false maneuver.

The hydraulic stops and the tubes being of an ultra conventional use have not been shown on the boards in order to avoid too great a complexity of drawings.

Referring to Figs. 6-7 and 8, it is possible to highlight the use of one of the constituent parts of this invention, namely the operation and utility of the devices for positioning the movable ramp 2 as necessary.

In Fig. 6, the mobile ramp 2 is in the raised position for rail traffic, at this time the tubular elements 5 and 10 are retracted inside the slides 15 by the action of the double-acting hydraulic cylinder 12.

Although it cannot tilt due to the fact that the tubular element 5 is immobilized inside the slides 15, the movable ramp 2 is additionally locked in the vertical position by the action of the hook 21 on the boss 20.

The pads 8 are in the normal position.

By operating the hydraulic cylinder 12, the assembly constituted by the tubular elements 5 and 10 is extracted from the slides 15 to take the position shown in FIG. 7. The tubular element 5 becomes mobile around its axis 6 as well as the mobile ramp by the separation of the boss 20 from the hook 21.

At this time, the hydraulic stops, which until then closed the supply to the jack 9, allow its operation. Its actuation will cause the lowering of the mobile ramp 2 to the support of its end with the rails 3 of the railroad track. Simultaneously, the buffers fixed to the end of the tubular element 5 will be erased in the lower part to avoid any creation of "speed bumps" and unnecessary bulk.

One of the features of the invention consists in that only the pads are movable while the hook providing traction 24 (Fig. 9) stays put.

Thus any mechanical failure can have no consequence on the systems providing traction or braking.

As for the pads, we will see later by a principle that the present invention further demonstrates that they keep and transmit all their classic effectiveness by a special embodiment.

To return the mobile ramp 2 to the locked vertical position for rail traffic, the procedure will be the opposite. Initially, the hydraulic cylinder 19 put into action causes by its pressure on the articulation 9 the setting in horizontal position of the element 5 which in its movement on its axis 6 simultaneously brings the mobile ramp 2 vertically and the pads in their normal position. When the tubular elements 5 and 10 are perfectly in line, which will be automatically checked by the hydraulic stops, the actuation of the hydraulic cylinder 12 will cause them to retract inside the slides 15. At the end of the race, the additional locking is will take the position of the boss 20 inside the hook 21. The Wagon is then ready to run on the rails.

We will now refer in particular to FIGS. 11 and 12, to describe one of the essential features of the present invention: the design of a rail side end of the wagon on the mechanisms side.

Fig. 11 being a top plan view with partial section, FIG. 12 is a cross-sectional view along XII-XII of FIG. 11 without tearing, we see that the pad 8 is fixed on a part 7 in the form of U with vertical axis, which is integral with the element 5 on the top of which is very securely fixed the base of the mobile ramp 2. A l 'rear of this assembly 8-7-5, is a vertical articulation with the horizontal axis 6 on which the second element 10 is articulated, in turn receiving the action of the double-acting hydraulic cylinder 12 via of the axis 26. All of this mobile assembly is placed in the two U 15s (FIG. 11 and FIG. 12) forming a slide and is made integral with the spar 14 by means of a fixed through spindle 27.

When the assembly 8-7-5-10 by the action of the hydraulic cylinder 12 is completely retracted, the U-shaped part 7 then fulfills a double function: it transmits the pressure received by the buffer 8 to the 2 slides 15 in C by styling them closely, consecutively preventing them from blossoming.

This pressure received by the buffer 8 is transmitted via the slides 15 to the spar 14 to which they are securely connected with, if necessary, structural reinforcements by gussets 28.

The buffering line is thus reconstituted as in a classic Wagon.

To fulfill its true function of recovering and transporting bogies, the present invention also provides equipment and devices complementary to the structure described above and essential for the operation of the bogies.

First, to ensure the rotation normal bogies, conventional rails 29 are fixed at the usual spacing on the mobile ramp 2 Fig. 6,7,8,9 and 10 as well as over the entire length of the platform of Wagon 29 Fig. 9.

Then, internally and parallel to these rails 29, C-shaped slides 30 are installed. 9 and shown in section in FIGS. 10 and 13.

These slides can be adjusted in height, if necessary, by fixing them to a profile 31 Fig. 13, the section of which will be determined by the desired elevation and laterally using lugs 32 provided for this purpose (Fig. 13) in order to be brought to the exact spacing desired.

In these slides 30 in C, are maneuvered chains 33 (Fig. 9-10-13 and 14) of sufficient strength to be able to tow a bogie 4 on the inclined movable ramp 2 (Fig. 2) and made rigid by the C-shaped runners 30. These handling chains are driven at will in both directions by means of sprockets 34 with chains. 14 mounted on a polygonal section shaft 35 (Fig. 14) to allow, without loss of drive, an axial displacement corresponding to the lateral adjustment imposed on the slides 30.

The drive mechanism of the chain sprockets 34, the very conventional principle of which is not described to avoid overloading the drawings, is installed at the bottom of the Wagon platform as close as possible to the buffers 8 on the side opposite the mobile ramp 2 in order to obtain a maximum useful chain length.

As the chain 33, free at each end, is not held on the pinion 34 by tension, a peripheral casing 36 (Fig. 14) the aforementioned sprocket serves as a chain guide by retaining it on the drive teeth.

The peripheral casing 36 continues in the lower part by a slide 37 also in C 37 (Fig. 14), serving as a chain magazine when the latter is pushed back there.

The setting in motion of the two pinions 34 is ensured, after the control members, by a hydraulic motor 59 at the reverse gear, receiving the working fluid from the motor-pump unit 22 through the control station 23 (Fig. . 1 to 4).

At the end of the handling chains 33, on the side of the mobile ramp 2 are hooks 38 which are pivotable around their axis 39 and (Fig. 9 and 15-16) always held in the high position by the action of two arms of lever-cranks 40 serving as a counterweight, angularly locked with the hook 38 by virtue of the polygonal section of the axis 39 and installed bilaterally with respect to each C-shaped slide, 30.

The assembly 38-39-40 is mounted on a special link of the chain 33 in the form of a yoke 41 and allowing oscillation.

Taking into account this description of the proposed embodiment, it is very easy to explain the principle of the part of this invention allowing the recovery of the bogies.

Under the action of the pinions 34, the rotation of which was caused in the direction of the lowered end of the movable ramp 2, from the control station 23, the handling chains 33, rigid in their C-slide , will bring the tilting hooks 38 under the first bogie axle presented at the bottom of the mobile ramp 2.

Under the effect of the bent levers 40 serving as a counterweight, the hooks 38 will retain the axle 42 (Fig. 15). By then reversing the rotation of the pinions 34, the axle 42 will be pulled by the chains 33, thus driving the bogie on the movable ramp 2 then on the platform of the Wagon.

It is specified that, instead of the bogie axle, the hooks 38 can come to grip on any front bar or on special parts provided and fixed for this purpose, said hooks 38 being able to come to the desired places thanks to the possibilities for adjusting the slides 30 and the pinions 34.

To release the bogie from the hooks 38, a special device has been designed which again represents an interesting feature of this invention and shown diagrammatically in FIG. 16.

On the Wagon platform, there is a drop zone of length substantially equal to that of the ramp 43 (Fig, 16), but the location of which will be fixed in such a way that no action can take place on the hooks 38 only after a total and certain take-up of the bogie on the Wagon platform.

This double device, since installed on both sides of the slides C, 30, in order to be able to act simultaneously on the two arms of the lever-elbows 40 of each hook 38, is mainly constituted by the double-entry ramp 43 made mobile in height thanks to the two arms 44 which support it and form a deformable parallelogram by the action of the jack 45 controlled by from control station 23.

When it is desired to release the bogie from its traction hooks 38, it suffices to put the mobile double-entry ramp 43 in the high position by the action of the jack 45. The movement of the traction chains 33 continuing towards the rear of the wagon, the rollers 46 come up on the ramp 43 raising the bent levers 40 which in their upward movement drive the hooks 38 in a downward movement which detaches them from the axis 42 of the bogie and releases it (Fig. 15-16 ).

It is then possible, by maneuvering the chains 33 towards the end of the mobile ramp 2, to get another bogie on the railway: the bogies 4 arriving one after the other on the Wagon 1 platform will take place one after the other pushed by the last still being under the action of the operating chains 33.

If the above has highlighted the principle of recovering bogies on the railway, the invention also allows the reverse operation: deposit the bogies on the railway to make them available to Users.

To do this, and after the stowage of the bogies by the devices 60 on the wagon has been removed, the chains 33 will be actuated so that the hooks 38 can grip the rear axle of the end bogie of the mobile ramp side 2 lowered for handling.

The hooks 38, being double-acting, ensure both the pushing of the bogie towards the ramp and its retention when it engages therein.

At the bottom of the mobile ramp 2, exists also a device identical to that shown diagrammatically in FIG. 16, the principle and operation of which have been described previously, the actuation of the jack 45 will then release the bogie on the railway.

For the stall system (Fig. 16) of the mobile ramp end 2, the length of the hooks 38 and bent arms 40 is studied so that the stall takes place when all the wheels of the bogie are on the track and that the assembly can be housed under the end of the mobile ramp 2 between the rails of the railway.

In all of the foregoing description, the mechanism of the mobile ramp, the recovery and the provision of the bogies has been exposed; however, it may happen that despite the use of a Wagon as long as possible, the bogies to be recovered are too numerous to take their place.

The present invention then provides for the addition of wagons only carrying bogies 47 (FIG. 4). These wagons will be connected to Wagon 1 during the loading periods, by a mobile bridge of the kind already used in railway equipment, their platform will be fitted with rails 29 and lashing slides 48 (Fig. 10).

The bogies will come to take their place one after the other, pushed by the Wagon maneuvering system. Although they may have built-in immobilization brakes, they will be stowed on the wagons by devices 60 still representing a characteristic specific to the invention and described below.

Near the side banks of Wagons or carrier wagons are fixed strong steel slides 48 (Fig. 10-17 and 18) into which are inserted small carriages 49 (Fig. 19) carrying in the upper part a ring 50 (Fig. 17-18 and 19), as well as serrated elements of hard steel 51 and in the lower part of the rollers 52 to facilitate its operation.

In the rings 50, articulated mobile arms 53 (FIGS. 17 and 18) are articulated joining on a part 54 terminated by a strong hook. In the middle of the movable arms 53 are placed two stud nuts 55 (Fig. 17 and 18) threaded in reverse: right and left. In these two stud nuts, there is a strong rod 56 having in its center an operating wheel 57 and each end threaded to the right or to the left according to the corresponding nut into which it is screwed.

The arrangement of the two stud nuts 55 is such that by pulling the handwheel 57 towards you, according to the arrow drawn in FIG. 18, the movement of the rod 56 causes the mobile arms 53 to move apart.

The operation of the securing devices 60 shown in FIGS. 17-18 and 19 is as follows: using the small carriages 49, the device is brought directly to a loaded bogie and at a precise location where the hook 54 can be gripped securely, by turning the steering wheel 57 towards you, the movable arms 53 are caused to open, causing the hook 54 to descend consecutively and the elevation of the small carriages 49. There is then an energetic tightening between the bogie and the upper wings of the slide 48. The small carts 49, with their steel teeth 51 in the upper part, they lock and the movable arms 53 then acting in flying buttresses prevent any oscillation of the bogie which is then perfectly stowed thus allowing any movement of special or carrier wagons.

At the lower part of the movable arms (53) and towards the outside of the Wagon, are firmly fixed lugs (58), the shape of which is designed to bear on the side wall of the slides 48 (Fig. 18) thus avoiding that the lashing mechanism tilts outwards and outside the railway gauge. This safety is essential to avoid possible accidents during station maneuvers or rail traffic.

To clearly highlight the triple function of the small carriages (Fig. 19), the legs 58 have not been shown in Fig. 17.

Fig. 5 shows a variant of the ramp 62 in which the latter comprises an end portion 63 which can be folded around a joint 64 by means of an actuating cylinder 65 mounted on the ramp. This arrangement allows, if necessary, to reduce its size in rail traffic, thus allowing its passage in all sizes or to reduce the access slope.

Apart from railway bogies, the invention is applicable to the handling of any vehicle mounted on at least two wheels, motorized or not, such as for example axles, tractors, carriages, etc.

Claims (11)

1. A wagon for the recovery or positioning of railway bogies (4) or similar devices with at least two wheels comprising:

   a) an end ramp (2) which is mechanically integral with a buffer (8) and hinged about a horizontal transverse axis (6), said ramp being provided with rails (29) for the loading or unloading of bogies (4) onto the wagon;

   b) means (12, 19, 5, 10) for controlling the tilting movement of the ramp between a substantially vertical upper position in which the buffer is in its operative position, and a lower position in which the ramp is inclined for loading or unloading;

   c) devices (60) for the stowage of the bogies on the wagon for the movement of the latter when the ramp is in its upper position;

   d) means (30, 33, 34, 38-45, 22, 23) for hauling the bogies onto the ramp and the wagon for their loading and unloading.
2. A wagon according to claim 1, characterised in that it comprises, for autonomy of use, a motor-driven pump (22) permanently mounted on the chassis of the wagon and supplying, via the control panel (23), pressurised fluid to the different operating components (12, 19, 45) as well as to the reversible hydraulic motor (59) which controls the pinions (34) actuating the chains (33).
3. A wagon according to claim 1, characterised in that it has, at one end, a mobile ramp (2) integrally secured to a member (5) which also comprises conventional buffers (8), this assembly (2, 5, 8) vertically pivoting about the axis (6) and being displaceable along the axis of the side frame (14) of the wagon (1) chassis, along the mobile ramp being provided, on its upper part, with two slides (30) which serve to guide handling chains (33), and with two rails (29) which, when the ramp is lowered, coincide with those of the rail track and, in its lower part, of the schematised uncoupling system (38 to 46).
4. A wagon according to one of claims 1 to 3, characterised in that the carrier member (5) is linked to another member (10) by means of a shaft (11), this movable group being displaceable, under the action of a double-action hydraulic screw jack (12), in channels (15) forming the slides, and the action of the hydraulic screw jack (12) making it possible as desired for the member (5) to move in a vertical plane when it leaves the slides (15) or ensuring the double locking of the movable ramp (2) by the penetration of members (5) into the slides (15), said locking being simultaneously achieved by the entry of projections (20) into hooks (21).
5. A wagon according to one of claims 1 to 4, characterised in that the double-action hydraulic screw jack (19) makes it possible both to lower and raise the mobile ramp (2) and the buffers (8) integrally secured to the member (5), the operation of said screw jack being dependent on the projection of the member (5) from the slides (15), the position of which is controlled by judiciously arranged and adjusted hydraulic stops.
6. A wagon according to claims 1 and 4 characterised in that, with a view to transmitting the normal compression forces between the end buffers of the wagon (1), the buffer (8) is mounted on a U-shaped piece (7) with a vertical axis which is in turn mounted on the movable member (5), in such a way that when the assembly (5, 10) retracts under the action of the screw jack (12) the piece (7) is adapted to overlap the two slides (15) preventing them from opening out in the event of a violent impact on the buffers (8), and the pressure acting upon the buffers (8) is transmitted by the U-shaped piece (7) to the slides (15), which transmit it to the side frames (14) of the chassis of the wagon (1), to which the slides (15) are fixedly connected by gussets (18) which are reinforced if necessary, the line of compression then being normally restored between all the buffers of the wagon.
7. A wagon according to any one of claim 1 to 6, characterised in that the mobile ramp (2) and the upper part of the top of the wagon (1) comprise slides in the shape of a C (30) whose height and width can be adjusted and in which the handling chains (33), rendered rigid by the slides (30), are positioned, the chains being moved in either direction by means of special pinions (34) mounted on a shaft (35) of polygonal cross section so as to allow axial displacement without a loss of drive and to adapt to adjustments of the slides (30), and in the event of the chains not being tensioned, a surrounding casing (36) keeping them in engagement with the teeth of the pinions (34), the latter being rotatably driven by a reversible hydraulic motor mounted below the top of the wagon (1) and receiving the working fluid from the motor pump (22) via the control panel (23).
8. A wagon according to one of claims 1 and 7, characterised in that the chains (33) have at their ends near the mobile ramp (2), tiltable hooks (38) held in a raised position by a counterweight action of bent levers (40) the two being hinged about the axis (39) and mounted on the chain (33) by means of a cover (41) so that when the hooks (38) are pushed by the chains (33) they are adapted to grab the first bogey situated at the bottom of the mobile ramp (2) either by means of its axle or by any other means provided for this purpose so that the bogey (4), by reversing the movement of the chains (33), is towed onto the mobile ramp (2) and then onto the platform of the wagon.
9. A wagon according to claims 1, 7 and 8, characterised in that it comprises two devices controlled from the operator's position (23) which enable the bogies (4) to be unhooked from the hooks (38) either when said bogies (4) are loaded onto the top of the wagon (1) or lowered from the bottom of the mobile ramp (2), each device comprising a double entry mobile ramp (43) which is vertically movable by two articulated arms (44) which carry the ramp and which are actuated by a double-action hydraulic screw jack (45), such that when the hook (38) is to be disconnected from the bogey (4), the ramp (43) is caused to be lifted, the movement of the chain (33) causing the trolley (46) to mount the ramp (43) and to drive the bent lever (40) in an upward movement and simulataneously the hooks (38) in a downward movement, thus freeing the bogey (4), the length of the hooks (38) and of the bent levers (40) as well as the position of the unhooking ramps (43) being determined to ensure maximum flexible and safety in all the operations.
10. A wagon according to any one of the preceding claims, characterised in that it is attached to at least one wagon which has, on its platform (47) only rails (29) on which the undercarriages (4) run, and stowage slides (48) intended to make it easier to increase the possibility of loading the bogies (4) if there are too many of them, the platform of the wagon (47) becoming connected to the platform (1) of the wagon during the loading by means of a conventional movable bridge carrying, in its upper part, sections of rail (29) which enable the passage of the undercarriages (4) from one wagon to the other.
11. A wagon according to one of the preceding claims, characterised in that it has a stowage system comprising slides (48) which are fixedly mounted along the edges and in which run small carriages (49), which have, in their lower part, castors (52) to facilitate their displacement and, in their upper part, a ring (50) as well as on at least one of the carriages, toothed plates of high-carbon steel (51), mobile arms (53) pivoted in the rings connected, at their upper part, by a strong hook (54), and able to move apart under the action of a differential screw (56) controlled by the turning wheel (57), such that in order to immobilise the bogey (4) at a chosen position, the stowage system is moved, by its castors (52) to below the part of the bogey on which the hook (54) will engage such that when the wheel (57) is turned, the mobile arms (53) are caused to move apart thereby pulling the hook (54) downwardly and the carriages (49) upwardly and a clamping tension is then produced, the teeth (51) at the same time preventing any displacement of the carriages, the mobile arms (53) serving at the same time as flying buttresses so that the bogies are completely immobilised for rail movement, loops (58) being secured to the bottom of the mobile arms (53) towards the outside of the wagon, which, by pressing against the lateral wall of the slides (48) prevent any swinging of the stowage systems beyond the railway gauge in order to prevent accidents during the manoeuvres or transport on the railway.

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