EP0672566B1 - Verfahren und System zum Be- und Entladen von Waggons für den Transport von Strassenfahrzeugen sowie Ladewaggon hierfür - Google Patents

Verfahren und System zum Be- und Entladen von Waggons für den Transport von Strassenfahrzeugen sowie Ladewaggon hierfür Download PDF

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Publication number
EP0672566B1
EP0672566B1 EP95470011A EP95470011A EP0672566B1 EP 0672566 B1 EP0672566 B1 EP 0672566B1 EP 95470011 A EP95470011 A EP 95470011A EP 95470011 A EP95470011 A EP 95470011A EP 0672566 B1 EP0672566 B1 EP 0672566B1
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Prior art keywords
platform
wagon
track
wagons
platforms
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EP95470011A
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English (en)
French (fr)
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EP0672566A1 (de
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Sébastien Lange
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Individual
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
    • B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
    • B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B61D3/12—Articulated vehicles comprising running gear interconnected by loads
    • 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

Definitions

  • the present invention is in the field of the transport of goods by rail, and more particularly the transport on rails of road vehicles, such as trucks, trailers or semi-trailers.
  • a solution currently used is to reduce the diameter of the wheels of the wagons, so as to be able to lower the level of the floor.
  • the cars are designed so that the trucks can pass from one to the other while rolling on their floors, during loading or unloading.
  • This system has several drawbacks which affect its profitability.
  • the trucks are loaded and unloaded in a line, rolling one behind the other on the wagons, which results in a relatively long loading and unloading time when the number of trucks becomes large, and it is excluded from charging or unload a truck in the middle of the train without moving all the others.
  • reducing the diameter of the wheels from around 920 mm for conventional wagons to just 360 mm for these special wagons poses many problems.
  • document DE-A-4213947 describes a wagon loading system, in which the bogies of a wagon are directed on two parallel tracks, so as to place the chassis and the loading floor perpendicular to these tracks, the chassis swiveling on platforms linked to bogies.
  • the floor is at a high level, very clearly above the wheels and bogies.
  • the loading or unloading of the containers is carried out by moving, in the longitudinal direction of the chassis, directly from the floor of the wagon to a platform of a road vehicle oriented in this direction.
  • the levels of the floor and of the said platform must be substantially equivalent, which creates significant limitations as regards the type of vehicle adapted to this system.
  • the present invention aims to remedy the problems mentioned above and aims to allow the transport of trucks or semi-trailers of current dimensions on railways with the usual gauge, using bogies or axles with wheels of conventional dimensions, and make loading and unloading more convenient and faster.
  • the invention particularly relates to a wagon for transporting road vehicles or containers, comprising, towards each of its ends, a bogie having a given direction of travel on a railroad track, and a platform main form of loading having a longitudinal direction and comprising a loading floor, the said floor being able to be oriented transversely to the said rolling direction thanks to articulations of vertical axis between the said platform and each of the bogies, characterized in that that it comprises end platforms each bearing on a bogie, the said articulations connect the main platform with the said end platforms, and the axes of the said articulations are respectively located at one and the other side of the wagon.
  • the lateral position of said articulations allows, by a relative pivoting of sufficient clearance of the loading platform and the end platforms, to release the ends of the main platform , laterally to the end platforms and to the bogies.
  • This arrangement therefore makes it possible to place the floor at a very low level, without being limited by the size of the joints and without the inevitable size of the bogies at height being a hindrance for an autonomous loading of the transported vehicles, directly from '' a loading area located for example substantially at the track level.
  • the joint being located laterally, it can be offset longitudinally in the direction of the central part of the wagon, that is to say at a certain distance from the end of the main platform.
  • the wagon is "open", that is to say that the end of said flat main form is released from the corresponding bogie, which then no longer constitutes an obstacle for the free passage of vehicles, and this without the angle of said pivoting being very large.
  • Another advantage is that it is possible to use rolling members, bogies and axles, and braking members, with the usual dimensions, conventionally used on current wagons.
  • bogie designates both a conventional bogie with two or three axles and a set of bearings with a single axle.
  • the invention also relates to a process for loading or unloading road vehicles or containers on wagons of the type defined above, characterized in that the central platform is pivoted relative to at least one of the platforms. end shape with an angular offset sufficient to allow the passage of said vehicles or containers, in the longitudinal direction of the central platform, next to said end platform and a vehicle or container is loaded or unloaded doing it move from a loading area on said platform, or vice-versa, in the longitudinal direction thereof.
  • said platform includes a floor of sufficient dimensions to place one of said vehicles and on which said vehicle can roll, it is thus possible to load or unload a truck or semi-trailer easily. , for example on a wagon located anywhere on a wagon set, and also load or unload several wagons simultaneously.
  • the loading floor can be very close to the rails, it is thus possible to allow the loading and transport of very high road vehicles while remaining within the normal gauge of the railway tracks.
  • the first bogie is engaged on a first track
  • the second bogie is engaged on a second track parallel to the first, and which is connected to it by a switch, whereby the main platform is oriented transversely to the two tracks with its ends directed towards the said loading area located on either side of the two tracks.
  • the central platform is pivoted relative to the end platforms by pivoting the end platforms so as to orient them transverse to the track.
  • the wagon shown in Figures 1 to 5, has a main platform 1 comprising a loading floor 2 and two side rails 3 assembled to form a rigid beam of "U" section (see FIG. 5).
  • the floor of small thickness, comprises in its median part, a longitudinal reinforcement 4 providing, on each side, tracks 5 for the vehicles.
  • the wagon also comprises two identical end platforms 6, 6 ′, each provided with a bogie 7, here with two axles.
  • the bogies could also have three axles, or, conversely, be replaced by one or more axles linked directly to the end platform.
  • the axles are of the conventional type, and in particular are fitted with wheels of the usual diameter, that is to say about 920 mm.
  • the end platform is therefore located above the bogie 7 and the wheels 8, and conventionally carries at its end 9 buffers and a coupling system not shown.
  • the dimensions of this end platform are such that the bogie does not extend beyond the platform 6.
  • On one side of the end platform 6 is rigidly fixed a reinforced arm 10, which extends towards the middle of the wagon, beyond the inner edge 11 of the platform.
  • the end of this arm carries a hinge 12 of vertical axis which connects it to the main platform 1, on one of the side members 3, provided for this purpose with a gusset 13 of reinforcement.
  • the other end platform is identical, its arm 10 ′ therefore being located on the side of the wagon opposite to the arm 10, and connected to the other spar by an articulation 12 ′.
  • Each spar 3 has at its end support means 14, 14 'on the inner edge 11 of the end platform.
  • these support means 14, 14 'rest on the end platform and transmit the load of the platform to it.
  • Principal 1 Blocking means (not shown) are provided between these bearing means and the end platform, to ensure the rigidity of the wagon in this position and to transmit the traction forces.
  • the inner edge 11 of the end platform is curved, in an arc having the axis of the joint as a center.
  • the end of the beam 3 provided with the articulation 12 remains in support, by the support means 14, on the end platform.
  • the longitudinal members 3 which ensure the rigidity of the platform -form 1, can also serve as retaining means in case the loaded truck moves laterally.
  • the loading floor 2 is located at a very low height above the rails, for example 150 mm, which is made possible, despite the large height of the platforms d 'ends, by the fact that the floor is between the front and rear bogies of the wagon. This low height allows the loading of relatively tall trucks without exceeding the standard gauge of conventional railways.
  • the wheels thus being able to be of current dimensions, such wagons can travel at high speed, for example 160 km / h, without fear of excessive heating and without excessively rapid wear of the wheels.
  • This installation comprises a first railway track 21, which may be in line with the track main on which a train of wagons arrives at the terminal, and a second track 22, parallel to the first, and connected to the latter by a switch 23.
  • the distance between the tracks 21, 22 is determined according to the length of the wagons so as to allow the total clearance of the ends of the main platforms, which therefore requires an inclination minimum of these platforms compared to the tracks. Furthermore, so that this inclination is not excessive, it is necessary that the distance dl between the axis of the joint 12 and the end of the main platform, which determines the length of the cantilever arm 10, sufficient to ensure said clearance. In practice, this results in the fact that, in the loading position, the corner 18 of the end platform, situated on the side opposite the arm 10 is substantially in alignment with the beam 3 carrying the articulation 12 (FIG. 4).
  • loading areas 25 on which the trucks can travel are located at a level close to that of the top of the track rails so that the trucks 15 can pass from area 25 to the floor without excessive elevation, the passage being facilitated by folding ramps which are provided with the ends of the platforms - main forms.
  • Such a ramp 16 is shown diagrammatically in FIG. 17. It is articulated horizontally on the end edge of the floor in order to be able to fold down by resting on the area 25. In its raised position, it constitutes an end door of the platform and contributes to its rigidity. To this end, it is provided with means 17 for connection and locking on the longitudinal members 3, which provide a separable rigid connection with these and which remain engaged as long as the wagons are not stopped, thus avoiding twisting of the main platform, in particular when moving the latter in a transverse position relative to the tracks, position in which the support means 14 'no longer rest on the end platform.
  • the two tracks 21, 22 meet, as indicated above, at the point 23, at the entrance to the loading terminal.
  • a similar switch can be provided at the other end of the terminal, the length of tracks 21, 22 being such that a complete train of wagons as well as the locomotive or locomotives and accompanying cars for truck drivers can park there. staying between the two points.
  • the main platforms are arranged, in top view, in triangular slots. Thanks to this arrangement, the trucks can descend from the main platforms at the same time on each side of the train, without getting in the way.
  • the loading of the other trucks can be done practically at the same time as the unloading, by the other end of the main platform (according to the arrows indicated in figure 8), which allows very short loading and unloading times.
  • the construction of a terminal is very simple, and does not require raised platforms or unloading gantries.
  • the track rails can simply be embedded in the ground of the loading areas 25, allowing all vehicles to roll on these areas without being hindered by the rails.
  • connecting means 26 such as cables, chains or articulated drawbars are fixed between the ends of the main platforms of the two said wagons 100, 101 (FIG. 9), with adjustment and tensioning means. 27, such as reels or the like, to be able to adjust the spacing between the fixing points of these connecting means, because this spacing varies as long as the bogies of the wagons are not all on areas of parallel tracks, which is the case near the switches.
  • these connecting means are unhooked from one wagon and rolled up or assembled on the other.
  • the terminal is provided with a cable system 28 and return pulleys 29, 30, 31, 32.
  • the cable 28 passes between the two rails of each track, and the bogies are fitted with hooking systems such as clamps 33, which can hang firmly on the cable.
  • the pulleys 29 to 32 are arranged so that the cable 28, when it is driven in translation in the direction of a track 21, according to arrow 34, moves in the same direction on the other track 22.
  • the first bogie of the first wagon behind the locomotive hooked on the cable it drives the latter in its movement, and therefore drives all the other bogies of the other wagons which successively hook on the cable in the same way .
  • the main platforms 1 may rest, in the "open" position of the wagons, only on the articulations 12 and one of the support means 14.
  • the main platforms 1 are provided with retractable support and bearing means 35, schematically represented in FIG. 1 , adapted towards the end 36 of the spar 3 located on the side opposite the articulation 12.
  • These support and rolling means comprise for example a jack 37 which carries wheels 38.
  • the support of the angle 36 when the wagons are moving in transverse position relative to the tracks, can be provided by a foldable bracket 40, fixed and articulated on the end platform 6 and the end of which is fixed in a removable manner on the end of the beam 3 at the level of said angle 36.
  • a support jack 41 linked to the main platform in the vicinity of angle 36 comes to rest on the ground, then the end of the stem is detached from the spar 3 and the stem is folded (as shown in the right part of Figure 6) so as to release the end of the platform main to allow passage to trucks.
  • a reinforcement structure 42 of the arm 10 has also been shown, fixed on the end platform and notably comprising a reinforcement oblique bar 43, connecting the axis of the articulation 12 to the opposite side of the end platform, to give better rigidity to the arm 10.
  • the wagon comprises a rigid cowling 44 forming with the platforms 1, 6, a closed section structure whose external dimensions are determined so as to remain within the standardized template.
  • a closed structure gives the whole wagon greater rigidity and better resistance to torsion of the main platform in the open position of the wagon.
  • the articulation 12 which then extends over practically the entire height of the side of the wagon, provides better support.
  • Figures 13 and 14 show yet another embodiment, in which the rigidity of the wagon is provided essentially by the U-shaped section platform described above for an open wagon.
  • the wagon is provided with a light cover, for example made of rigid plastic, which is preferably composed of two parts 46, 47. Each of these parts is articulated along a horizontal pivot axis 48, 49 on one side of the main platform 1, the two parts joining at the top 50 of the wagon, above the truck 15. During the loading or unloading, the covers 46, 47 are separated from one another (FIG.
  • the bogies 7 are linked to the end platforms 6 by a system 51 of rods, arranged so that the bogie can pivot relative to the platform 6 around a fictitious pivot axis 52 offset towards the central part of the wagon, relative to the center of the bogie.
  • This arrangement is shown schematically in Figures 15 and 16.
  • Figure 15 there is shown the relative position of the bogie 7 relative to the end platform 6, when the wagon travels on a straight track.
  • the bogie was conventionally linked by a central pivot to the platform, due to the long length of the wagons and the distance of the bogies from each other, the central part of the wagon would be strongly shifted towards the inside of the curve, with the risk of going out of the template.
  • the end platform 55, 56 of a wagon also constitutes the end platform of an adjacent wagon.
  • a wagon train comprises several platforms 55, 56 mounted on bogies or axles, each platform comprising, on the same side, two arms 10, 10 '', one of the arm being similarly connected by a hinge 12 to a main platform 1, and the other arm being connected to another main platform 1 '.
  • Each platform 55, 56 is therefore equivalent to a group of two adjacent end platforms, as described previously.
  • the arms 10, 10 '' of a platform 55 are located on the opposite side to the arms of the next platform 56 to allow the positioning in slots of the main platforms, described above for loading vehicles.
  • the joints 12 which, by slightly pivoting, allow a misalignment of the platforms in the curved tracks (the track curvature shown in FIG. 18 has been deliberately exaggerated).
  • the arms 10, 10 '' could also be arranged on opposite sides of the end platform common to two wagons and which then comprises two articulated bogies. In this case, this end platform is itself placed transversely to the tracks with its two bogies located respectively on the two tracks, all the main platforms then being oriented in parallel.
  • the end platforms of the wagons are pivotally mounted on the bogies, and means are provided to pivot the said central platform relative to the said end platforms, so to clear the ends of the loading floor.
  • the wagons are brought to track 71 in the normal running position, then stopped there.
  • the end platforms 6, 6 ′ are then pivoted on themselves (arrows 72), the bogies 7 remaining in position in the axis of the track.
  • the rotation of the end platforms is stopped when the ends of the main platform 1 are sufficiently clear to allow the passage of vehicles.
  • the rotational movement of the end platforms can be ensured by an actuator, such as a jack, an electric motor, etc., arranged for this purpose on the wagon, acting either between the end platform and the corresponding bogie, the articulation between the end platform and the main platform then being of free pivoting, or between the said main platforms and end, in which case it is the pivoting of the end platform on the bogie which is free.
  • an actuator such as a jack, an electric motor, etc.
  • actuators can also be arranged on the terminal, at a fixed station. In this case, a system for positioning the wagons in relation to said actuators may be necessary.
  • the pivoting of the end platforms is caused by the pivoting of the bogies themselves, to which in this case the end platforms are linked.
  • the track 71 comprises track elements 75 pivoting along a vertical axis located in the axis of the track, constituting small turntables having a diameter slightly greater than the length of a bogie, and means for drive, not shown, to rotate the said track elements (arrows 76).
  • the wagons are placed so that the bogies are positioned on the said track elements.
  • the rotation of these it causes an orientation of the end platforms, supported by the bogies and linked in rotation to these, transverse to the general direction of the track, the main platform 1 is also being oriented transversely to the said general direction of the track, its ends being directed towards the loading area 25.
  • FIG. 21 illustrates another possibility of using an articulated wagon in accordance with the invention, in the case where the wagon is not integrated in a train. Loading or unloading no longer requires a specialized terminal and can then be carried out at any particular station or branch line with a simple switch having at least one track embedded in a vehicle maneuvering area or a carriageway.
  • the wagon is moved towards the point of the switch (arrow 78), then the bogie 79 located towards the front towards the deviated track 80, while maintaining a caster 81, fixed at the end of the main platform 1, on the rail 77 of the main track 71 which is on the side opposite to the said deviated track.
  • the movement of the wagon is stopped as soon as the spacing of the end platform clears the end of the main platform enough to allow the passage of vehicles.
  • the roller 81 serves as a guide for the main platform and also serves to partially support the load of the main platform, which is cantilevered after the spacing of the end platform. This caster can be folded under the main platform when the wagon is brought back to the running position.
  • the wagons according to the invention can also be used for transporting large containers, as well as for transporting public transport vehicles or passenger cars on one or two levels.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Loading Or Unloading Of Vehicles (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)
  • Handcart (AREA)

Claims (19)

  1. Waggon zum Transport von Straßenfahrzeugen (15) oder Containern, der zu jedem seiner Enden hin ein Fahrgestell (7) aufweist, das eine zu einem Schienenstrang gegebene Laufrichtung hat, sowie eine Hauptplattform (1), die eine Längsrichtung aufweist und einen Ladeboden (2) aufweist, welcher Boden quer zu der genannten Laufrichtung ausgerichtet sein kann, und zwar dank Gelenken mit vertikaler Achse zwischen der Plattform und jedem der Fahrgestelle, dadurch gekennzeichnet, daß er Endplattformen (6, 6') umfaßt, die jeweils auf einem Fahrgestell (7) ruhen, wobei die Gelenke die Hauptplattform mit den Endplattformen verbinden, und die Achsen dieser Gelenke (12, 12') befinden sich diesseits bzw. jenseits des Waggons.
  2. Waggon nach Anspruch 1, dadurch gekennzeichnet, daß er eine vordere Endplattform (6) und eine hintere Endplattform (6') umfaßt, wobei jede Endplattform auf einem entsprechenden Fahrgestell (7, 7') ruht und seitlich einen Arm (10, 10') aufweist, der sich in Laufrichtung zum entgegengesetzten Ende des Waggons hin erstreckt, und zwar mit Abstand von einem Innenrand (11, 11') jeder der Endplattformen, und der an seinem Ende das Gelenk (12, 12') trägt.
  3. Waggon nach Anspruch 2, dadurch gekennzeichnet, daß die Hauptplattform (1) einen Boden (2) und zwei seitliche Längsträger (3) umfaßt, die so zusammengefügt sind, daß sie einen U-förmigen Querschnitt bilden, wobei jeder Längstrtäger an seinen Enden Vorrichtungen (14) zum Aufliegen auf dem Innenrand (11) der entsprechenden Endplattform aufweist.
  4. Waggon nach einem der Ansprüche 2 oder 3, dadurch gekennzeichnet, daß die Hauptplattform (1) an jedem Ende nahe dem Winkel (36), der sich auf der entgegengesetzten Seite zu der Seite befindet, auf der sich das Gelenk befindet, einziehbare Stützvorrichtungen (35, 41) aufweist, die geeignet sind, am Boden aufzuliegen.
  5. Waggon nach Anspruch 4, dadurch gekennzeichnet, daß die Stützvorrichtungen (35) Vorrichtungen (38) zum Rollen auf dem Boden aufweisen.
  6. Waggon nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß er eine Abdeckung (45) aufweist, die mit den Plattformen einen Aufbau mit geschlossenem Querschnitt bildet.
  7. Waggon nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, daß er eine zweiteilige Abdeckung (45) aufweist, von der jeder Teil (46, 47) entsprechend einer horizontalen Schwenkachse (48, 49) an eine Seite der Hauptplattform (1) angelenkt ist, wobei sich beide Teile in einem oberen Bereich (50) des Waggons treffen und durch Schwenken um die genannten Schwenkachsen voneinander entfernt werden können.
  8. Waggon nach einem der Ansprüche 1 bis 7, dadurch gekennzeichnet, daß die Fahrgestelle (7) mit den Endplattformen (6) über ein System von Schwingarmen (51) verbunden sind, die so angeordnet sind, daß das Fahrgestell bezüglich der Plattform (6) um eine fiktive Schwenkachse (52) schwenken kann, die zum mittleren Bereich des Waggons hin bezüglich dem Mittelpunkt des Fahrgestells versetzt ist.
  9. Waggon nach Anspruch 3, dadurch gekennzeichnet, daß die Hauptplattform (1) an jedem Ende eine herunterklappbare Rampe (16) aufweist, die an den Boden (2) angelenkt ist und Vorrichtungen (17) zum Herstellen einer trennbaren starren Verbindung mit den Längsträgern (3) aufweist.
  10. Waggon nach einem der Ansprüche 1 bis 9, dadurch gekennzeichnet, daß eine Endplattform (55, 56) eines Waggons auch die Endplattform eines angrenzenden Waggons bildet.
  11. Waggon nach einem der Ansprüche 1 bis 10, dadurch gekennzeichnet, daß die Endplattformen (6, 6') schwenkbar an die Fahrgestelle (7) montiert sind, sowie dadurch, daß er Vorrichtungen aufweist, mit denen die Mittelplattform bezüglich der Endplattformen geschwenkt werden kann.
  12. Verfahren zum Be- oder Entladen von Straßenfahrzeugen oder Containern auf Waggons nach einem der vorstehenden Ansprüche, dadurch gekennzeichnet, daß man die Mittelplattform (1) bezüglich mindestens einer der Endplattformen (6, 6') mit einem Winkelabstand schwenkt, der ausreicht, um das Vorbeiführen der Fahrzeuge oder Container in Längsrichtung der Mittelplattform neben der Endplattform zu gestatten, und man ein Fahrzeug oder einen Container be- oder entlädt, indem man ihn von einem Ladeplatz (25) auf die Plattform oder umgekehrt in Längsrichtung derselben bewegt.
  13. Verfahren nach Anspruch 12, dadurch gekennzeichnet, daß man zum Schwenken der Mittelplattform bezüglich den Endplattformen das erste Fahrgestell auf ein erstes Gleis (21) und das zweite Fahrgestell auf ein zweites, zum ersten paralleles Gleis (22) setzt, das mittels einer Weiche (23) mit ihm verbunden ist, durch welche sich die Hauptplattform (1) quer zu den beiden Gleisen ausrichtet, wobei ihre Enden zu dem Ladeplatz (25) hin gerichtet sind, der sich beidseits der beiden Gleise (21, 22) befindet.
  14. Verfahren nach Anspruch 12, dadurch gekennzeichnet, daß man bei Anordnung der Fahrgestelle eines Waggons auf ein und demselbem Gleis (71) die Mittelplattform (1) bezüglich den Endplattformen schwenkt, indem man die Endplattformen (6, 6') in der Weise schwenkt, daß sie quer zum Schienenstrang ausgerichtet sind.
  15. Verfahren zum Be- oder Entladen von Straßenfahrzeugen (15) auf Waggons zur Anwendung des Verfahrens nach Anspruch 13, dadurch gekennzeichnet, daß es ein erstes Eisenbahngleis (21) und ein zweites, zu dem ersten paralleles und von diesem je nach Länge der Waggons in einem vorbestimmten Abstand entferntes Eisenbahngleis (22), das mit diesem mittels einer Weiche (23) verbunden ist, einen Ladeplatz (25), der sich beidseits der beiden Gleise im wesentlichen in Höhe dieser Gleise befindet, sowie Vorrichtungen zum Steuern der Weiche (23) dahingehend umfaßt, daß eines der Fahrgestelle jedes Waggons auf eines der Gleise und das andere Fahrgestell auf das andere Gleis geführt wird, so daß die Hauptplattform (1) quer zur Richtung der Gleise ausgerichtet ist, wobei ihre Enden zu dem Ladeplatz hin zeigen.
  16. Verfahren nach Anspruch 15, bei dem Waggons nach Anspruch 5 eingesetzt werden, dadurch gekennzeichnet, daß es einen Rollweg (39) umfaßt, der entlang der beiden Gleise und außerhalb dieser für einziehbare Rollvorrichtungen (35) angeordnet ist, die an den Plattformen der Waggons angebracht sind.
  17. Verfahren nach Anspruch 15, dadurch gekennzeichnet, daß es Vorrichtungen (26) zum Verbinden der am weitesten entfernten Enden zweier angrenzender Waggons umfaßt.
  18. Verfahren nach Anspruch 17, dadurch gekennzeichnet, daß die Verbindungsvorrichtungen aus einem Kabel (28) bestehen, an dem die auf einem Gleis hintereinander befindlichen Fahrgestelle eingehängt werden, wobei das Kabel durch Parallelverschiebung in Richtung dieses Gleises mitgenommen wird.
  19. Verfahren zum Be- oder Entladen von Straßenfahrzeugen (15) auf Waggons zur Anwendung des Verfahrens nach Anspruch 14, dadurch gekennzeichnet, daß es ein Eisenbahngleis (71), einen Ladeplatz (25), der sich beidseits dieses Gleises im wesentlichen in Höhe desselben befindet, sowie Vorrichtungen zum Schwenken von Elementen (75) dieses Gleises umfaßt, auf denen die Fahrgestelle angeordnet werden können, in der Weise, daß, wenn mindestens ein Fahrgestell eines Waggons auf einem dieser Gleiselemente positioniert ist, das Schwenken dieses Elements eine Ausrichtung der Endplattform (6, 6') bewirkt, die von dem Fahrgestell quer zur Gesamtrichtung des Gleises getragen wird, wobei die Hauptplattform (1) quer zu der Gesamtrichtung des Gleises ausgerichtet ist und ihre Enden zu dem Ladeplatz hin weisen.
EP95470011A 1994-03-16 1995-03-15 Verfahren und System zum Be- und Entladen von Waggons für den Transport von Strassenfahrzeugen sowie Ladewaggon hierfür Expired - Lifetime EP0672566B1 (de)

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FR9403246 1994-03-16
FR9403246A FR2717435B1 (fr) 1994-03-16 1994-03-16 Procédé et système de chargement et déchargement de wagons pour le transport de véhicules routiers et wagons adaptés.

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EP0672566A1 EP0672566A1 (de) 1995-09-20
EP0672566B1 true EP0672566B1 (de) 1996-08-21

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EP (1) EP0672566B1 (de)
AT (1) ATE141561T1 (de)
DE (1) DE69500022T2 (de)
ES (1) ES2092920T3 (de)
FR (1) FR2717435B1 (de)

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Publication number Priority date Publication date Assignee Title
US5901649A (en) * 1997-03-17 1999-05-11 Kaci Terminals System, Ltd. Roll on-roll off piggyback bimodal terminal system
FR2768682B1 (fr) 1997-09-24 1999-12-10 Alstom Ddf Systeme pour le transport, chargement et dechargement sur wagons de vehicules routiers, containers ou autres marchandises, et wagons adaptes
DE19855733C2 (de) 1998-12-03 2002-04-11 Orthaus Fahrzeugwerk Transportfahrzeug in Form eines Niederflurwagens oder eines Tiefladers
DE19956036A1 (de) * 1999-11-22 2001-07-05 Dwa Deutsche Waggonbau Gmbh Tragwagen für den kombinierten Ladeverkehr, insbesondere für Kraftfahrzeuge
NL1017442C2 (nl) * 2001-02-23 2002-08-27 Hollandia B V Voertuigsamenstel, rangeerinrichting en werkwijze voor het transporteren van trailers.
EP1557336A1 (de) * 2004-01-21 2005-07-27 Daniel Gerber Verfahren zum Be-und Entladen eines Eisenbahnzugs sowie Eisenbahnzug und Terminal zur Durchführung des Verfahrens
CZ296615B6 (cs) 2005-01-20 2006-05-17 KORSAKOV@Grigorij Zeleznicní vagón pro prepravu rozmerných nákladu,zejména silnicních vozidel
FR2933057B1 (fr) * 2008-06-27 2013-10-04 Lohr Ind Unite de wagon pour le transport de vehicules routiers ou de remorques
DE102014115436A1 (de) * 2014-10-23 2016-04-28 Jürgen Stange Eisenbahnwagen
CN108482418B (zh) * 2018-05-09 2024-04-30 杨宗林 列车乘客上下车系统
CN108407820B (zh) * 2018-05-09 2024-04-30 杨宗林 一种列车

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US1406287A (en) * 1921-03-29 1922-02-14 Pacific Car & Foundry Co Car truck
US2920580A (en) * 1958-01-07 1960-01-12 Williams Byron Loading semi-trailers on railway cars
DE3234374C2 (de) * 1982-09-16 1985-04-25 Waggonfabrik Talbot, 5100 Aachen Eisenbahn-Güterwagen zum Transport von Straßenfahrzeugen
GB2179311B (en) * 1985-07-04 1989-05-10 Robert Malcolm Ord Rail vehicle for transporting road semi-trailers
GB8925645D0 (en) * 1989-11-13 1990-01-04 Brown John G A system for ultra-rapid turnround of swop-body rail traffic
DE4213947A1 (de) * 1992-04-29 1993-11-11 Juergen Stange Eisenbahnwagen
DE4240785A1 (de) * 1992-07-15 1994-01-20 Gottfried Perdolt Eisenbahn für den kombinierten Verkehr Schiene/Straße

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FR2717435A1 (fr) 1995-09-22
EP0672566A1 (de) 1995-09-20
ES2092920T3 (es) 1996-12-01
ATE141561T1 (de) 1996-09-15
FR2717435B1 (fr) 1996-05-03
DE69500022T2 (de) 1996-12-19
DE69500022D1 (de) 1996-09-26

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