EP0672566B1 - Method and system for loading and unloading of wagons for the transport of road vehicles and rail car therefore - Google Patents

Method and system for loading and unloading of wagons for the transport of road vehicles and rail car therefore 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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European Patent Office
Prior art keywords
platform
wagon
track
wagons
platforms
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EP95470011A
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German (de)
French (fr)
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EP0672566A1 (en
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Sébastien Lange
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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)

Abstract

The system uses trucks which have a bogie at each end (6,6') and a covered platform (100,101) pivoted between the two ends which enable the ends of the trucks to be opened by running the bogies along parallel rail tracks (21,22) by means of points (23). Once the truck bogies are on the parallel rail tracks the open ends of the trucks lie at an angle to the tracks and they can be loaded/unloaded from either end using suitable road vehicles.

Description

La présente invention se situe dans le domaine du transport de marchandises par voie ferrée, et plus particulièrement du transport sur rails de véhicules routiers, tels que camions, remorques ou semi-remorques.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.

L'idée du transport d'ensembles routiers par voie ferrée est connue depuis déjà longtemps, visant à réduire le trafic routier et à augmenter la vitesse de transport, avec, comme conséquences attendues : la réduction des pollutions, l'accroissement de la sécurité, etc... La mise en oeuvre de ce système de transport s'est cependant heurtée jusqu'à maintenant, à de nombreux problèmes relatifs notamment au gabarit des voies ferrées. En effet, dans de nombreux pays, les gabarits normaux des voies ferrées sont tels qu'ils n'autorisent pas le transport de camions sur des wagons dont le plancher se trouve au-dessus des roues, la hauteur cumulée du wagon et du camion ou de sa remorque dépassant largement le dit gabarit.The idea of transporting road assemblies by rail has been known for a long time, aimed at reducing road traffic and increasing the speed of transport, with the expected consequences: reduction of pollution, increased safety, etc ... The implementation of this transport system has however encountered up to now, many problems relating in particular to the gauge of the railways. Indeed, in many countries, the normal gauge of the railways are such that they do not allow the transport of trucks on wagons whose floor is above the wheels, the cumulative height of the wagon and the truck or of its trailer well beyond the said gauge.

Par ailleurs, se pose le problème du chargement et du déchargement des camions sur les wagons.Furthermore, there is the problem of loading and unloading trucks on the wagons.

Une solution actuellement utilisée est de réduire le diamètre des roues des wagons, de manière à pouvoir abaisser le niveau du plancher. Dans ce système, les wagons sont conçus de manière à ce que les camions puissent passer de l'un à l'autre en roulant sur leurs planchers, lors du chargement ou du déchargement. Ce système présente plusieurs inconvénients qui nuisent à sa rentabilité. En premier lieu, les camions sont chargés et déchargés en file, en roulant l'un derrière l'autre sur les wagons, ce qui entraîne un temps de chargement et déchargement relativement long dès lors que le nombre de camions devient important, et il est exclu de charger ou décharger un camion situé en milieu de rame sans déplacer tous les autres. Par ailleurs, la réduction du diamètre des roues qui passe d'environ 920 mm pour des wagons classiques, à seulement 360 mm pour ces wagons spéciaux, pose de nombreux problèmes. Étant petites, ces roues tournent très vite, ce qui limite la vitesse à cause des échauffements ; de plus, elles s'usent rapidement. Il est donc nécessaire de les remplacer fréquemment, et le coût d'exploitation de ce système est très élevé. De plus, malgré l'abaissement du plancher, la hauteur des camions ou remorques transportables ainsi est limitée.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. In this system, 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. First, 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. Furthermore, reducing the diameter of the wheels from around 920 mm for conventional wagons to just 360 mm for these special wagons poses many problems. Being small, these wheels turn very quickly, which limits the speed due to overheating; moreover, they wear out quickly. It is therefore necessary to replace them frequently, and the operating cost of this system is very high. In addition, despite the lowering of the floor, the height of the transportable trucks or trailers is limited.

Une autre solution est d'utiliser des wagons de type classique à plancher à hauteur habituelle, mais il est alors nécessaire de réaliser des voies ferrées spéciales à grand gabarit, ce qui coûte très cher, et nécessite des délais de mise en service très long dès lors que ces voies devraient être construites sur de longues distances. De plus, les camions sont alors situés à une grande hauteur par rapport aux rails, ce qui est nuisible à l'équilibre du chargement, notamment à grande vitesse et dans les courbes.Another solution is to use wagons of the conventional type with a floor at the usual height, but it is then necessary to make special railroad tracks with large gauge, which is very expensive, and requires very long commissioning times from when these tracks should be built over long distances. In addition, the trucks are then located at a great height relative to the rails, which is detrimental to the balance of the load, especially at high speed and in curves.

On connaît aussi des wagons surbaissés, avec des roues aux dimensions habituelles, et dont le châssis est surbaissé entre les deux bogies. Mais il est impossible de charger des camions ou semi-remorques sur de tels wagons par leurs propres moyens, faute d'un espace suffisant pour les manoeuvrer entre les extrémités du wagon, qui sont nécessairement nettement plus hautes pour pouvoir reposer sur les bogies.We also know low-loader wagons, with wheels of the usual dimensions, and whose chassis is lowered between the two bogies. But it is impossible to load trucks or semi-trailers on such wagons on their own, due to the lack of sufficient space to maneuver them between the ends of the wagon, which are necessarily much higher to be able to rest on the bogies.

Pour tenter de remédier à ce problème, il est proposé dans le document WO-A-91 07301, de placer sur la partie centrale surbaissée du châssis un plancher de chargement intermédiaire qui peut être soulevé et pivoté horizontalement lors du chargement ou déchargement, pour le placer obliquement par rapport au châssis et ainsi dégager les extrémités du plancher pour permettre aux véhicules ou containers de passer directement d'un quai de chargement sur le plancher, ou inversement, selon la direction longitudinale du dit plancher. Mais la superposition du châssis et du plancher intermédiaire conduit à un accroissement notable de la hauteur du plancher par rapport au niveau des rails, et réduit donc la hauteur possible des véhicules ou containers transportables en respectant les gabarits des voies ferrées. De plus le système décrit dans ce document nécessite l'utilisation de moyens élévateurs pour soulever le plancher. Ces moyens élévateurs étant situés en position fixe sur l'aire de chargement, il serait donc nécessaire de positionner les wagons très précisément lors de ces opérations.In an attempt to remedy this problem, it is proposed in document WO-A-91 07301 to place on the lowered central part of the chassis an intermediate loading floor which can be raised and pivoted horizontally during loading or unloading, for the place obliquely to the chassis and thus clear the ends of the floor to allow vehicles or containers to pass directly from a loading dock onto the floor, or vice versa, in the longitudinal direction of said floor. However, the superimposition of the chassis and the intermediate floor leads to a significant increase in the height of the floor relative to the level of the rails, and therefore reduces the possible height of transportable vehicles or containers while respecting the gauge of the railway tracks. In addition, the system described in this document requires the use of lifting means to raise the floor. These lifting means being located in a fixed position on the loading area, it would therefore be necessary to position the wagons very precisely during these operations.

Par ailleurs, le document DE-A-4213947 décrit un système de chargement de wagons, dans lequel les bogies d'un wagon sont dirigés sur deux voies parallèles, de manière à placer le châssis et le plancher de chargement perpendiculairement à ces voies, le châssis pivotant sur des plate-forme liées aux bogies. Le plancher se trouve à un niveau élevé, très nettement au dessus des roues et des bogies. Le chargement ou déchargement des containers s'effectue par un déplacement, selon la direction longitudinale du châssis, directement du plancher du wagon à un plateau d'un véhicule routier orienté suivant cette direction. Mais il faut que les niveaux du plancher et du dit plateau soient sensiblement équivalents, ce qui crée des limitations importantes en ce qui concerne le type de véhicule adapté à ce système. Dans le cas du transport de véhicules routier, il serait nécessaire de prévoir un quai de hauteur adapté pour que ces véhicules puissent passer directement en roulant du plancher du wagon au quai, et vice-versa. De plus et surtout, le niveau élevé du plancher limite fortement la hauteur des véhicules transportables sur ces wagons en respectant les gabarits des voies ferrées.Furthermore, 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. However, 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. In the case of road vehicle transport, it would be necessary to provide a platform of suitable height so that these vehicles can pass directly by rolling from the floor of the wagon to the platform, and vice versa. In addition and above all, the high level of the floor greatly limits the height of the vehicles transportable on these wagons while respecting the gauge of the railway tracks.

La présente invention a pour but de remédier aux problèmes évoqués ci-dessus et vise à permettre le transport de camions ou semi-remorques de dimensions courantes sur des voies ferrées au gabarit habituel, en utilisant des bogies ou essieux avec des roues de dimensions classiques, et à rendre les chargements et déchargements plus pratiques et plus rapides.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.

Avec ces objectifs en vue, l'invention a notamment pour objet un wagon pour le transport de véhicules routiers ou de containers, comportant, vers chacune de ses extrémités, un bogie ayant une direction de roulement donnée sur une voie ferrée, et une plate-forme principale de chargement ayant une direction longitudinale et comportant un plancher de chargement, le dit plancher pouvant être orienté transversalement à la dite direction de roulement grâce à des articulations d'axe vertical entre la dite plate-forme et chacun des bogies, caractérisé en ce qu'il comporte des plates-formes d'extrémité portant chacune sur un bogie, les dites articulations relient la plate-forme principale avec les dites plates-formes d'extrémité, et les axes des dites articulations sont respectivement situés de l'un et l'autre coté du wagon.With these objectives in view, 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.

Comme on le comprendra mieux par la suite, la position latérale des dites articulations permet, par un pivotement relatif de débattement suffisant de la plate-forme de chargement et des plates-formes d'extrémité, de dégager les extrémités de la plate-forme principale, latéralement par rapport aux plates-formes d'extrémité et aux bogies.As will be better understood later, 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.

Cette disposition permet donc de placer le plancher à un niveau très bas, sans être limité par l'encombrement des articulations et sans que l'encombrement inévitable des bogies en hauteur ne soit une gêne pour un chargement autonome des véhicules transportés, directement à partir d'une aire de chargement située par exemple sensiblement au niveau de la voie. De plus, l'articulation étant située latéralement, elle peut être décalée longitudinalement en direction de la partie centrale du wagon, c'est-à-dire à une certaine distance de l'extrémité de la plate-forme principale. Ainsi, par pivotement relatif de la plate-forme principale et des plates-formes d'extrémité autour de l'axe de cette articulation, le wagon est "ouvert", c'est-à-dire que l'extrémité de la dite plate-forme principale est dégagée du bogie correspondant, qui ne constitue plus alors un obstacle pour un libre passage des véhicules, et ceci sans que l'angle du dit pivotement soit très important.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. In addition, 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. Thus, by relative pivoting of the main platform and the end platforms around the axis of this articulation, 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.

Le fait que le plancher puisse être très bas conduit aussi à abaisser le centre de gravité de son chargement, et du wagon dans son ensemble, ce qui améliore la sécurité en lui conférant plus de stabilité et notamment en réduisant les risques de basculement en cas de déraillement.The fact that the floor can be very low also leads to lowering the center of gravity of its load, and of the wagon as a whole, which improves safety by giving it more stability and in particular by reducing the risk of tipping in the event of derailment.

Un autre avantage est qu'il est possible d'utiliser des organes de roulement, bogies et essieux, et des organes de freinage, aux dimensions habituelles, classiquement utilisés sur les wagons courants.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.

Il est précisé que le terme "bogie" utilisé dans ce mémoire désigne aussi bien un bogie classique à deux ou trois essieux, qu'un ensemble de roulements à un seul essieu.It is specified that the term "bogie" used in this specification designates both a conventional bogie with two or three axles and a set of bearings with a single axle.

L'invention a aussi pour objet un procédé de chargement ou déchargement de véhicules routiers ou containers sur des wagons du type défini ci-dessus, caractérisé en ce qu'on fait pivoter la plate-forme centrale par rapport à au moins une des plate-forme d'extrémité avec un décalage angulaire suffisant pour permettre le passage des dits véhicules ou containers, dans la direction longitudinale de la plate-forme centrale, à coté de la dite plate-forme d'extrémité et on charge ou décharge un véhicule ou container en le faisant se déplacer d'une aire de chargement sur la dite plate-forme, ou vice-versa, selon la direction longitudinale de celle-ci.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.

Grâce à l'invention, dans la mesure où la dite plate-forme comprend un plancher de dimensions suffisantes pour y placer un des dits véhicules et sur lequel le dit véhicule peut rouler, on peut ainsi charger ou décharger aisément un camion ou semi-remorque, par exemple sur un wagon situé à un endroit quelconque d'une rame de wagons, et également charger ou décharger plusieurs wagons simultanément.Thanks to the invention, insofar as 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.

De plus, il est possible d'intercaler une ou plusieurs locomotives dans le milieu de la rame de wagons, ce qui permet de tracter des rames fortement chargées, sans accroître exagérément les efforts aux crochets d'attelage de la locomotive et des wagons de tête de rame.In addition, it is possible to insert one or more locomotives in the middle of the wagon set, which makes it possible to pull heavily loaded trains, without excessively increasing the efforts at the locomotive and head wagon coupling hooks. oar.

Par ailleurs, du fait que le plancher de chargement peut être très près des rails, on peut ainsi permettre le chargement et le transport de véhicules routiers de grande hauteur tout en restant dans le gabarit normal des voies de chemin de fer.Furthermore, since 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.

Selon une première variante du procédé, pour faire pivoter la plate-forme centrale par rapport aux plates-formes d'extrémité, on engage le premier bogie sur une première voie, on engage le deuxième bogie sur une seconde voie parallèle à la première, et qui lui est reliée par un aiguillage, moyennant quoi la plate-forme principale s'oriente transversalement aux deux voies avec ses extrémités dirigées vers la dite aire de chargement située de part et d'autre des deux voies.According to a first variant of the method, to pivot the central platform relative to the end platforms, 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.

On peut alors déplacer le wagon selon la dite direction de roulement en faisant rouler un bogie sur chaque voie jusqu'à une position de chargement dans laquelle, le wagon étant arrêté, son chargement ou déchargement peut être effectuéWe can then move the wagon in said rolling direction by rolling a bogie on each track to a loading position in which, the wagon being stopped, its loading or unloading can be carried out

Selon une autre variante, les bogies d'un wagon étant situés sur une même voie, on fait pivoter la plate-forme centrale par rapport aux plates-formes d'extrémité en faisant pivoter les plates-formes d'extrémité de manière à les orienter transversalement à la voie.According to another variant, the bogies of a wagon being located on the same track, the central platform is pivoted relative to the end platforms by pivoting the end platforms so as to orient them transverse to the track.

D'autres caractéristiques et avantages ressortiront de la description qui va être faite d'un mode de réalisation de l'invention. On se reportera aux dessins annexés dans lesquels :

  • la figure 1 est une vue en perspective d'un wagon selon l'invention, en position "ouverte" de chargement ou déchargement, dans une première variante de mise en oeuvre du procédé, utilisant deux voies parallèles,
  • la figure 2 est une vue de profil du wagon en position "fermée" de circulation normale lors du transport d'un tracteur avec semi-remorque,
  • la figure 3 est une vue de dessus du wagon en position de circulation,
  • la figure 4 est une vue de dessus, correspondante à la figure 1, en position de chargement ou déchargement,
  • la figure 5 est une vue en coupe de la plate-forme principale, chargée d'un camion,
  • la figure 6 est une vue en perspective d'une variante de réalisation du wagon,
  • la figure 7 est une vue de dessus d'un ensemble de wagons lors de leur arrivée sur l'aire de chargement, dans le cas de la première variante de mise en oeuvre du procédé,
  • la figure 8 est une vue de dessus des wagons lors du chargement ou déchargement des camions, dans la même variante,
  • la figure 9 est une vue de dessus des wagons lors de leur déplacement sur les voies parallèles, reliés entre eux par des moyens de liaison,
  • la figure 10 est une vue d'une variante de ces moyens de liaison,
  • la figure 11 est une vue en coupe du wagon, dans une variante de réalisation sous forme de structure fermée,
  • la figure 12 est une vue schématique partielle en perspective d'une extrémité du wagon selon la variante de la figure 11, en position de chargement,
  • la figure 13 est une vue en coupe d'une autre variante de réalisation d'un wagon avec capot articulé, lors du chargement d'un camion,
  • la figure 14 est une vue en coupe de ce wagon en position de transport,
  • la figure 15 est une vue schématique d'un système de liaison des bogies aux plates-formes d'extrémités, lors du déplacement sur une voie droite,
  • la figure 16 est une vue correspondante, lors du déplacement sur une voie courbe,
  • la figure 17 est une vue de détail de l'extrémité de la plate-forme principale,
  • la figure 18 est une vue schématique de dessus d'un ensemble de wagons dans une variante où une même plate-forme d'extrémité est utilisée pour deux wagons adjacents,
  • la figure 19 est une vue schématique d'une seconde variante de mise en oeuvre du procédé, utilisant une seule voie dans l'aire de chargement et déchargement.
  • la figure 20 est une vue d'une autre variante encore, utilisant une seule voie comportant des éléments de voie pivotants pour faire pivoter les bogies et plates-formes d'extrémité des wagons,
  • la figure 21 montre encore une autre possibilité d'utilisation des wagons selon l'invention, ne nécessitant qu'un aiguillage de voie de type courant.
Other characteristics and advantages will emerge from the description which will be given of an embodiment of the invention. Reference is made to the appended drawings in which:
  • FIG. 1 is a perspective view of a wagon according to the invention, in the "open" loading or unloading position, in a first variant implementation of the method, using two parallel tracks,
  • FIG. 2 is a side view of the wagon in the "closed" position for normal circulation when transporting a tractor with a semi-trailer,
  • FIG. 3 is a top view of the wagon in the running position,
  • FIG. 4 is a top view, corresponding to FIG. 1, in the loading or unloading position,
  • FIG. 5 is a sectional view of the main platform, loaded with a truck,
  • FIG. 6 is a perspective view of an alternative embodiment of the wagon,
  • FIG. 7 is a top view of a set of wagons when they arrive on the loading area, in the case of the first variant of implementation of the method,
  • FIG. 8 is a top view of the wagons when loading or unloading the trucks, in the same variant,
  • FIG. 9 is a top view of the wagons during their movement on the parallel tracks, linked together by connecting means,
  • FIG. 10 is a view of a variant of these connecting means,
  • FIG. 11 is a sectional view of the wagon, in an alternative embodiment in the form of a closed structure,
  • FIG. 12 is a partial schematic perspective view of one end of the wagon according to the variant of FIG. 11, in the loading position,
  • FIG. 13 is a sectional view of another alternative embodiment of a wagon with hinged cover, when loading a truck,
  • FIG. 14 is a sectional view of this wagon in the transport position,
  • FIG. 15 is a schematic view of a system for connecting the bogies to the end platforms, when moving on a straight track,
  • FIG. 16 is a corresponding view, when moving on a curved track,
  • FIG. 17 is a detailed view of the end of the main platform,
  • FIG. 18 is a schematic top view of a set of wagons in a variant where the same end platform is used for two adjacent wagons,
  • FIG. 19 is a schematic view of a second variant of implementation of the method, using a single track in the loading and unloading area.
  • FIG. 20 is a view of yet another variant, using a single track comprising pivoting track elements for pivoting the bogies and end platforms of the wagons,
  • FIG. 21 shows yet another possibility of using the wagons according to the invention, requiring only a common type of track switch.

Le wagon, représenté sur les figures 1 à 5, comporte une plate-forme principale 1 comprenant un plancher 2 de chargement et deux longerons latéraux 3 assemblés pour former une poutre rigide de section en "U" (voir figure 5). Le plancher, de faible épaisseur, comporte dans sa partie médiane, un renfort 4 longitudinal ménageant, de chaque côté, des voies 5 de roulement pour les véhicules.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.

Le wagon comporte aussi deux plates-formes d'extrémité 6, 6' identiques, pourvues chacune d'un bogie 7, ici à deux essieux. On notera que les bogies pourraient aussi comporter trois essieux, ou, inversement, être remplacés par un ou plusieurs essieux liés directement à la plate-forme d'extrémité. Les essieux sont de type classique, et notamment équipés de roues de diamètre habituel, c'est-à-dire d'environ 920 mm.The wagon also comprises two identical end platforms 6, 6 ′, each provided with a bogie 7, here with two axles. It will be noted that 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.

La plate-forme d'extrémité est donc située au-dessus du bogie 7 et des roues 8, et porte classiquement à son extrémité 9 des tampons et un système d'attelage non représenté. Les dimensions de cette plate-forme d'extrémité sont telles que le bogie ne déborde pas de la plate-forme 6. Sur un côté de la plate-forme d'extrémité 6, est fixé rigidement un bras 10 renforcé, qui s'étend vers le milieu du wagon, au-delà du bord intérieur 11 de la plate-forme. L'extrémité de ce bras porte une articulation 12 d'axe vertical qui le relie à la plate-forme principale 1, sur un des longerons 3, pourvu à cet effet d'un gousset 13 de renfort. L'autre plate-forme d'extrémité est identique, son bras 10' se trouvant donc situé du côté du wagon opposé au bras 10, et relié à l'autre longeron par une articulation 12'.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 ′.

Chaque longeron 3 comporte à son extrémité des moyens d'appui 14, 14' sur le bord intérieur 11 de la plate-forme d'extrémité. Ainsi, lorsque le wagon est en position de circulation normale (figure 2), ces moyens d'appui 14, 14' reposent sur la plate-forme d'extrémité et lui transmettent la charge de la plate-forme principale 1. Des moyens de blocages (non représentés) sont prévus entre ces moyens d'appui et la plate-forme d'extrémité, pour assurer la rigidité du wagon dans cette position et transmettre les efforts de traction.Each spar 3 has at its end support means 14, 14 'on the inner edge 11 of the end platform. Thus, when the wagon is in the normal running position (Figure 2), 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.

Préférentiellement, le bord intérieur 11 de la plate-forme d'extrémité est incurvé, selon un arc de cercle ayant l'axe de l'articulation comme centre. Ainsi, lorsque le wagon est "ouvert", l'extrémité du longeron 3 pourvu de l'articulation 12 reste en appui, par le moyen d'appui 14, sur la plate-forme d'extrémité.Preferably, the inner edge 11 of the end platform is curved, in an arc having the axis of the joint as a center. Thus, when the wagon is "open", the end of the beam 3 provided with the articulation 12 remains in support, by the support means 14, on the end platform.

Lorsque le wagon est chargé d'un véhicule routier 15, camion ou semi-remorque, celui-ci est placé entre les longerons 3, ses roues reposant sur le plancher 2. On notera que les longerons 3, qui assurent la rigidité de la plate-forme 1, peuvent également servir de moyens de retenue au cas où le camion chargé se déplacerait latéralement. Comme on le voit bien sur les figures 2 et 5, le plancher de chargement 2 est situé à une très faible hauteur au-dessus des rails, par exemple 150 mm, ce qui est rendu possible, malgré la grande hauteur des plates-formes d'extrémités, par le fait que le plancher se trouve entre les bogies avant et arrière du wagon. Cette faible hauteur autorise le chargement de camions relativement hauts sans dépasser le gabarit normalisé des voies de chemin de fer classiques. Par ailleurs, les roues pouvant ainsi être de dimensions courantes, de tels wagons peuvent circuler à grande vitesse, par exemple 160 km/h, sans crainte d'échauffement excessif et sans usure trop rapide des roues.When the wagon is loaded with a road vehicle 15, truck or semi-trailer, it is placed between the longitudinal members 3, its wheels resting on the floor 2. It will be noted that 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. As can be seen in Figures 2 and 5, 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. Furthermore, 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.

Avant de poursuivre la description des autres éléments du wagon, on va maintenant décrire, en relation avec les figures 7 et 8, l'installation, ou "terminal", de chargement ou déchargement des véhicules transportés sur ces wagons.Before continuing the description of the other elements of the wagon, we will now describe, in relation to FIGS. 7 and 8, the installation, or "terminal", of loading or unloading of the vehicles transported on these wagons.

Cette installation comporte une première voie ferrée 21, qui peut être dans l'alignement de la voie principale sur laquelle une rame de wagons arrive au terminal, et une seconde voie 22, parallèle à la première, et reliée à celle-ci par un aiguillage 23.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.

Lorsqu'un wagon 100 arrive à l'aiguillage, après avoir dégagé les moyens de blocage précédemment mentionnés, sa plate-forme avant 6 est dirigée vers une voie, par exemple la voie 22. Quand la plate-forme avant 6 est engagée sur cette voie, on actionne l'aiguillage 23 par des moyens de commande automatique, de manière qu'en poursuivant l'avancée du wagon, sa plate-forme arrière 6', s'engage sur l'autre voie 21. Ce faisant, la plate-forme principale 1 pivote par rapport aux deux plates-formes d'extrémité 6, 6', en se plaçant transversalement aux voies 21, 22. On notera que les plates-formes d'extrémité ont été dirigées respectivement vers les voies 21, 22, de manière que leurs articulations 12, 12' se trouvent du côté situé dans la zone 24 entre les voies. On notera aussi que les plates-formes d'extrémités adjacentes de deux wagons consécutifs 100, 101, doivent avoir leurs articulations respectives 12, 12'' situées du même côté, de manière que les plates-formes principales de deux wagons consécutifs pivotent dans des sens opposés.When a wagon 100 arrives at the switch, after having released the previously mentioned locking means, its front platform 6 is directed towards a track, for example track 22. When the front platform 6 is engaged on this track, the switch 23 is actuated by automatic control means, so that by continuing to advance the wagon, its rear platform 6 ′ engages on the other track 21. In doing so, the platform -Main form 1 pivots relative to the two end platforms 6, 6 ', by placing itself transversely to the tracks 21, 22. It will be noted that the end platforms have been directed respectively towards the tracks 21, 22 , so that their joints 12, 12 'are on the side located in the zone 24 between the tracks. It will also be noted that the adjacent end platforms of two consecutive wagons 100, 101, must have their respective articulations 12, 12 '' located on the same side, so that the main platforms of two consecutive wagons pivot in opposite directions.

Quand les wagons 100, 101 sont amenés dans leur position de chargement et déchargement (figure 8), leurs plates-formes principales respectives se trouvent donc orientées obliquement par rapport aux voies, faisant avec celles-ci un angle tel que les extrémités ouvertes des dites plates-formes principales sont entièrement dégagées des plates-formes d'extrémité, permettant ainsi aux camions 15 de monter ou descendre des wagons sans être gênés par les dites plates-formes d'extrémité.When the wagons 100, 101 are brought into their loading and unloading position (Figure 8), their respective main platforms are therefore oriented obliquely to the tracks, making an angle with them such that the open ends of said main platforms are entirely disengaged from the end platforms, thus allowing the trucks to get on or off the wagons without being hindered by said end platforms.

La distance entre les voies 21, 22 est déterminée en fonction de la longueur des wagons de manière à permettre le dégagement total des extrémités des plates-formes principales, ce qui nécessite donc une inclinaison minimale de ces plates-formes par rapport aux voies. Par ailleurs, pour que cette inclinaison ne soit pas excessive, il est nécessaire que la distance dl entre l'axe de l'articulation 12 et l'extrémité de la plate-forme principale, qui détermine la longueur en porte-à-faux du bras 10, soit suffisante pour assurer le dit dégagement. Pratiquement, ceci se traduit par le fait que, en position de chargement, le coin 18 de la plate-forme d'extrémité, situé du côté opposé au bras 10 est sensiblement dans l'alignement du longeron 3 portant l'articulation 12 (figure 4).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).

De part et d'autre des deux voies se trouvent des aires de chargement 25 sur lesquelles les camions peuvent circuler. Ces aires sont situées à un niveau voisin de celui du dessus des rails des voies de sorte que les camions 15 peuvent passer de l'aire 25 au plancher sans dénivelé excessif, le passage étant facilité par des rampes rabattables dont sont pourvues les extrémités des plates-formes principales.On either side of the two tracks are loading areas 25 on which the trucks can travel. These areas 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.

Une telle rampe 16 est représentée schématiquement figure 17. Elle est articulée horizontalement sur le bord d'extrémité du plancher pour pouvoir se rabattre vers le bas en reposant sur l'aire 25. Dans sa position relevée, elle constitue une porte d'extrémité de la plate-forme et participe à la rigidité de cette dernière. A cette fin, elle est munie de moyens 17 de liaison et de blocage sur les longerons 3, qui assurent une liaison rigide séparable avec ceux-ci et qui restent engagés tant que les wagons ne sont pas à l'arrêt, évitant ainsi une torsion de la plate-forme principale, notamment lors du déplacement de celle-ci en position transversale par rapport aux voies, position dans laquelle les moyens d'appui 14' ne reposent plus sur la plate-forme d'extrémité.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.

Les deux voies 21, 22 se rejoignent, comme indiqué précédemment, au niveau de l'aiguillage 23, à l'entrée du terminal de chargement. Un aiguillage similaire peut être prévu à l'autre extrémité du terminal, la longueur des voies 21, 22 étant telle qu'une rame complète de wagons ainsi que la ou les locomotives et des voitures d'accompagnement pour les chauffeurs des camions puissent y stationner en restant entre les deux aiguillages. Comme on le voit sur la figure 8, lorsque la rame est ainsi positionnée, les plates-formes principales sont disposées, en vue de dessus, en créneaux triangulaires. Grâce à cette disposition, les camions peuvent descendre des plates-formes principales en même temps de chaque côté de la rame, sans se gêner. Le chargement des autres camions peut se faire pratiquement en même temps que le déchargement, par l'autre extrémité de la plate-forme principale (selon les flèches indiquées sur la figure 8), ce qui permet des temps de chargement et déchargement très courts.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. As seen in Figure 8, when the train is thus positioned, 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.

Comme on l'aura compris, la réalisation d'un terminal est très simple, et ne nécessite ni quais surélevés, ni portiques de déchargement. Les rails des voies peuvent être simplement encastrés dans le sol des aires de chargement 25, permettant à tous les véhicules de rouler sur ces aires sans être gênés par les rails.As will be understood, 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.

Lors de l'arrivée des wagons au terminal, après passage à l'aiguillage, et de leur déplacement avec leurs bogies sur deux voies différentes, l'effort de traction de la locomotive tendrait à remettre les wagons en ligne en leur faisant subir des contraintes importantes, ainsi qu'aux rails. Pour éviter cela, il est prévu de relier entre elles les extrémités les plus éloignées de deux wagons adjacents. A cette fin, des moyens de liaison 26 tels que des câbles, chaînes ou barres de traction articulées sont fixés entre les extrémités des plates-formes principales des deux dits wagons 100, 101 (figure 9), avec des moyens de réglage et de tension 27, tels que enrouleurs ou similaires, pour pouvoir régler l'écartement entre les points de fixation de ces moyens de liaison, du fait que cet écartement varie tant que les bogies des wagons ne sont pas tous sur des zones de voies parallèles, ce qui est le cas à proximité des aiguillages. Lorsque les wagons sont remis en ligne pour circulation normale, ces moyens de liaison sont décrochés d'un wagon et enroulés ou rassemblés sur l'autre.When the wagons arrive at the terminal, after passing the switch, and when they move with their bogies on two different tracks, the locomotive traction effort would tend to put the wagons back in line by subjecting them to constraints important, as well as the rails. To avoid this, it is planned to connect the most distant ends of two adjacent wagons together. To this end, 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. When the wagons are put back in line for normal circulation, these connecting means are unhooked from one wagon and rolled up or assembled on the other.

Selon une autre variante (représentée sur la figure 10), pour assurer la même fonction, le terminal est pourvu d'un système de câble 28 et de poulies de renvoi 29, 30, 31, 32. Le câble 28 passe entre les deux rails de chaque voie, et les bogies sont équipés de systèmes d'accrochage tels que des pinces 33, qui peuvent s'accrocher fermement sur le câble. Les poulies 29 à 32 sont agencées de manière que le câble 28, lorsqu'il est entraîné en translation dans la direction d'une voie 21, selon la flèche 34, se déplace dans le même sens sur l'autre voie 22. Lorsque le premier bogie du premier wagon situé derrière la locomotive s'est accroché sur le câble, il entraîne celui-ci dans son déplacement, et entraîne de ce fait tous les autres bogies des autres wagons qui s'accrochent successivement de la même manière sur le câble.According to another variant (shown in FIG. 10), to perform the same function, 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. When 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 .

Si la structure des wagons, notamment celle des plates-formes principales, est suffisamment rigide, les plates-formes principales peuvent ne reposer, dans la position "ouverte" des wagons, que sur les articulations 12 et un des moyens d'appui 14. Pour alléger cette structure et/ou fournir un meilleur support des extrémités des plates-formes principales lors du déplacement des wagons sur le terminal, les plates-formes principales 1 sont pourvues de moyens support et de roulement 35 rétractables, schématiquement représentés sur la figure 1, adaptés vers l'extrémité 36 du longeron 3 situé du côté opposé à l'articulation 12. Ces moyens de support et de roulement comportent par exemple un vérin 37 qui porte des roues 38. Lorsque le wagon commence à s' ouvrir, les roues sont descendues grâce au vérin 37 jusqu'à reposer sur un chemin de roulement et de guidage 39 aménagé sur l'aire de chargement et longeant les voies 21, 22 à l'extérieur de celles-ci (figure 7). De tels moyens de roulement permettent de supporter en permanence l'angle 36 de la plate-forme principale le plus éloigné de l'articulation 12, lors du déplacement des wagons sur les voies parallèles 21, 22, et lors du déchargement ou chargement des camions. Lors du retour en position de circulation normale des wagons, ces moyens de support et de roulement sont relevés et dégagés pour permettre à la plate-forme principale de revenir en appui sur la plate-forme d'extrémité.If the structure of the wagons, in particular that of the main platforms, is sufficiently rigid, the main platforms may rest, in the "open" position of the wagons, only on the articulations 12 and one of the support means 14. To lighten this structure and / or provide better support for the ends of the main platforms when the wagons are moving on the terminal, 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. When the wagon begins to open, the wheels are lowered by means of the jack 37 until it rests on a rolling and guide track 39 arranged on the loading area and along the tracks 21, 22 outside of these (Figure 7). Such rolling means make it possible to permanently support the angle 36 of the main platform furthest from the articulation 12, when the wagons move on the parallel tracks 21, 22, and when the trucks are unloaded or loaded. . When returning to the normal running position of the wagons, these support and rolling means are raised and released to allow the main platform to come to rest on the end platform.

Selon une variante représentée figure 6, le soutien de l'angle 36, lors du déplacement des wagons en position transversale par rapport aux voies, peut être assuré par une potence 40 repliable, fixée et articulée sur la plate-forme d'extrémité 6 et dont l'extrémité est fixée de manière démontable sur l'extrémité du longeron 3 au niveau du dit angle 36. Lorsque le wagon est immobilisé, un vérin d'appui 41 lié à la plate-forme principale au voisinage de l'angle 36, vient s'appuyer sur le sol, puis l'extrémité de la potence est détachée du longeron 3 et la potence est repliée (comme indiqué dans la partie de droite de la figure 6) de manière à dégager l'extrémité de la plate-forme principale pour laisser le passage aux camions.According to a variant shown in FIG. 6, 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. When the wagon is immobilized, 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.

Sur la figure 6, on a également représenté une structure de renfort 42 du bras 10, fixée sur la plate-forme d'extrémité et comportant notamment une barre oblique de renfort 43, reliant l'axe de l'articulation 12 au côté opposé de la plate-forme d'extrémité, pour donner une meilleure rigidité au bras 10.In FIG. 6, 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.

Dans un autre mode de réalisation (figure 11 et 12) le wagon comporte un capotage rigide 44 formant avec les plates-formes 1, 6, une structure de section fermée dont les dimensions extérieures sont déterminées de manière à rester dans le gabarit normalisé. Une telle structure fermée confère à l'ensemble du wagon une plus grande rigidité et une meilleure résistance à la torsion de la plate-forme principale en position ouverte du wagon. De plus, l'articulation 12 qui s'étend alors sur pratiquement toute la hauteur du côté du wagon, assure un meilleur maintien.In another embodiment (FIGS. 11 and 12) 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. Such 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. In addition, the articulation 12 which then extends over practically the entire height of the side of the wagon, provides better support.

Les figures 13 et 14 montrent encore un autre mode de réalisation, dans lequel la rigidité du wagon est assurée essentiellement par la plate-forme de section en U décrite précédemment pour un wagon ouvert. Dans le but d'avoir une meilleure hydrodynamique lors de la circulation à grande vitesse, et aussi pour assurer une certaine protection aux camions, le wagon est pourvu d'un capotage léger, par exemple en plastique rigide, qui est préférentiellement composé de deux parties 46, 47. Chacune de ces parties est articulée selon un axe de pivotement horizontal 48, 49 sur un côté de la plate-forme principale 1, les deux parties se rejoignant au sommet 50 du wagon, au-dessus du camion 15. Lors du chargement ou du déchargement, les capots 46, 47 sont écartés l'un de l'autre (figure 13) par pivotement autour des dits axes 48, 49, ce qui laisse plus de place au camion en chargement entre ses angles supérieurs 15' et les dits capots, et facilite la manoeuvre du camion. Une fois le camion arrêté en place, les capots sont rapprochés et verrouillés (figure 14), et peuvent alors venir sans risque pratiquement au contact des angles supérieurs, ce qui permet de bénéficier au maximum de la place disponible tout en restant dans le gabarit.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. In order to have better hydrodynamics when traveling at high speed, and also to provide some protection to trucks, 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. 13) by pivoting around said axes 48, 49, which leaves more space for the truck in loading between its upper angles 15 ′ and said covers, and facilitates the maneuvering of the truck. Once the truck has stopped in place, the hoods are brought together and locked (Figure 14), and can then come safely into contact with the upper corners, which makes the most of the space available while remaining within the template.

Selon une autre disposition préférentielle, les bogies 7 sont liés aux plates-formes d'extrémité 6 par un système 51 de biellettes, agencés de manière que le bogie puisse pivoter par rapport à la plate-forme 6 autour d'un axe de pivot fictif 52 déporté vers la partie centrale du wagon, par rapport au centre du bogie. Cette disposition est schématisée sur les figures 15 et 16. Sur le dessin de la figure 15, on a représenté la position relative du bogie 7 par rapport à la plate-forme d'extrémité 6, lorsque le wagon circule sur une voie rectiligne. Dans une courbe, si le bogie était classiquement lié par un pivot central à la plate-forme, du fait de la grande longueur des wagons et de l'éloignement des bogies l'un de l'autre, la partie centrale du wagon se trouverait fortement décalée vers l'intérieur de la courbe, avec le risque de sortir du gabarit.According to another preferred arrangement, 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. In the drawing of 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. In a curve, if 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.

Ce déport est réduit lorsque le pivot des bogies est situé, même pour des wagons de grande longueur, plus vers le milieu du wagon. Le système de biellettes 51 permet de se rapprocher de ces conditions en créant un pivot fictif 52, plus éloigné de l'extrémité du wagon que le centre du bogie. Ainsi, dans une voie en courbe (figure 16), le bogie reste centré sur l'axe 53 de la voie, mais se trouve décalé latéralement par rapport à l'axe 54 du wagon, l'axe de pivot fictif 52 restant lui à l'aplomb de l'axe de la voie. Du point de vue du passage du wagon dans le gabarit, tout se passe donc comme si le bogie se trouvait au niveau du dit pivot fictif.This offset is reduced when the bogie pivot is located, even for long wagons, more towards the middle of the wagon. The link system 51 makes it possible to approach these conditions by creating a fictitious pivot 52, more distant from the end of the wagon than the center of the bogie. Thus, in a curved track (Figure 16), the bogie remains centered on the axis 53 of the track, but is laterally offset relative to the axis 54 of the wagon, the fictitious pivot axis 52 remaining plumb with the axis of the track. From the point of view of the passage of the wagon in the template, everything therefore happens as if the bogie was at the level of said fictitious pivot.

Selon une variante de réalisation des wagons, la plate-forme d'extrémité 55, 56 d'un wagon constitue également la plate-forme d'extrémité d'un wagon adjacent. Selon cette variante représentée schématiquement figure 18, une rame de wagon comprend plusieurs plates-formes 55, 56 montées sur bogies ou essieux, chaque plate-forme comportant, d'un même côté, deux bras 10, 10'', l'un des bras étant relié de même par une articulation 12 à une plate-forme principale 1, et l'autre bras étant relié à une autre plate-forme principale 1'. Chaque plate-forme 55, 56 est donc équivalente à un groupe de deux plates-formes d'extrémités adjacentes, telles que décrites précédemment. Les bras 10, 10'' d'une plate-forme 55 sont situés du côté opposé aux bras de la plate-forme 56 suivante pour permettre le positionnement en créneaux des plates-formes principales, décrit précédemment pour le chargement des véhicules. Dans cette variante, ce sont les articulations 12 qui, en pivotant légèrement, autorisent un désalignement des plates-formes dans les voies en courbe (la courbure de voie représentée figure 18 a été volontairement exagérée). Les bras 10, 10'' pourraient également être disposés sur des côtés opposés de la plate-forme d'extrémité commune à deux wagons et qui comporte alors deux bogies articulés. Dans ce cas, cette plate-forme d'extrémité est placée elle-même transversalement aux voies avec ses deux bogies situés respectivement sur les deux voies, toutes les plates-formes principales étant alors orientées parallèlement.According to an alternative embodiment of the wagons, the end platform 55, 56 of a wagon also constitutes the end platform of an adjacent wagon. According to this variant shown diagrammatically in FIG. 18, 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. In this variant, it is 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.

Il est également possible d'utiliser le wagon articulé conforme à l'invention dans un terminal de chargement et déchargement comportant une seule voie, selon les variantes représentées aux figures 19 et 20.It is also possible to use the articulated wagon according to the invention in a loading and unloading terminal comprising a single track, according to the variants shown in Figures 19 and 20.

Dans le cas représenté figure 19, les plates-formes d'extrémité des wagons sont montées pivotantes sur les bogies, et des moyens sont prévus pour faire pivoter la dite plate-forme centrale par rapport aux dites plates-formes d'extrémité, de manière à dégager les extrémités du plancher de chargement. Pour cela, les wagons sont amené sur la voie 71 en position normale de circulation, puis y sont arrêtés. On fait alors pivoter les plates-formes d'extrémité 6, 6' sur elles-même (flèches 72), les bogies 7 restant en position dans l'axe de la voie. On arrête la rotation des plates-formes d'extrémité lorsque les extrémités de la plate-forme principale 1 sont suffisamment dégagées pour autoriser le passage des véhicules. Le mouvement de rotation des plates-formes d'extrémité peut être assuré par un actionneur, tel que vérin, moteur électrique, etc., disposé à cet effet sur le wagon, agissant soit entre la plate-forme d'extrémité et le bogie correspondant, l'articulation entre la plate-forme d'extrémité et la plate-forme principale étant alors de pivotement libre, soit entre les dites plates-formes principales et d'extrémité, auquel cas c'est le pivotement de la plate-forme d'extrémité sur le bogie qui est libre.In the case shown in FIG. 19, 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. For this, 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.

Ces actionneurs peuvent aussi être disposés sur le terminal, à poste fixe. Dans ce cas, un système de positionnement des wagons par rapport aux dits actionneurs peut être nécessaire.These 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.

Dans la variante représentée figure 20, le pivotement des plates-formes d'extrémité est provoqué par le pivotement des bogies eux-même, auxquels dans ce cas les plates-formes d'extrémité sont liées. A cet effet, la voie 71 comporte des éléments de voie 75 pivotants selon un axe vertical situé dans l'axe de la voie, constituant de petites plaques tournantes ayant un diamètre légèrement supérieur à la longueur d'un bogie, et des moyens d'entraînement, non représentés, pour faire pivoter les dits éléments de voies (flèches 76).In the variant shown in FIG. 20, 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. To this end, 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).

Pour le déchargement ou le chargement, les wagons sont mis en place de manière que les bogies soient positionnés sur les dits éléments de voie. En commandant la rotation de ceux-ci, on provoque une orientation des plates-formes d'extrémité, supportées par les bogies et liées en rotation à ceux-ci, transversalement à la direction générale de la voie, la plate-forme principale 1 se trouvant également orientée transversalement à la dite direction générale de la voie, ses extrémités étant dirigées vers l'aire de chargement 25.For unloading or loading, the wagons are placed so that the bogies are positioned on the said track elements. By controlling 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.

On notera que, comme on peut le voir sur les figures 19 et 20, dans les deux variantes qui viennent d'être décrites, les axes d'articulation entre la plate-forme principale et les plates-formes d'extrémité peuvent être très proches des bogies, dans la mesure où le pivotement des plates-formes d'extrémité peut être assuré avec une grande amplitude angulaire.It will be noted that, as can be seen in FIGS. 19 and 20, in the two variants which have just been described, the axes of articulation between the main platform and the end platforms can be very close bogies, as long as the pivoting of the end platforms can be ensured with a large angular amplitude.

La figure 21 illustre une autre possibilité d'utiliser un wagon articulé conforme à l'invention, dans le cas ou le wagon n'est pas intégré dans une rame. Le chargement ou déchargement ne nécessite plus alors de terminal spécialisé et peut alors être effectué dans n'importe quelle gare ou embranchement ferroviaire particulier disposant d'un simple aiguillage ayant au moins une voie encastrée dans une aire de manoeuvre de véhicules ou une chaussée.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.

Dans ce cas, à l'aide d'une locomotive, d'un tracteur routier ou d'un treuil de halage, on déplace le wagon vers la pointe de l'aiguillage (flèche 78), puis on dirige le bogie 79 situé vers l'avant vers la voie déviée 80, en maintenant une roulette 81, fixée à l'extrémité de la plate-forme principale 1, sur le rail 77 de la voie principale 71 qui se trouve du coté opposé à la dite voie déviée. On arrête le déplacement du wagon dés que l'écartement de la plate-forme d'extrémité dégage suffisamment l'extrémité de la plate-forme principale pour autoriser le passage des véhicules. La roulette 81 sert de guide pour la plate-forme principale et sert aussi à supporter partiellement la charge de la plate forme principale, qui se trouve en porte-à-faux suite à l'écartement de la plate-forme d'extrémité. Cette roulette est repliable sous la plate-forme principale lorsque le wagon est ramené en position de circulation.In this case, using a locomotive, a road tractor or a hauling winch, 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.

Les wagons selon l'invention peuvent aussi être utilisés pour le transport de containers de grandes dimensions, ainsi que pour le transport de véhicules de transport en commun ou de voitures particulières sur un ou deux niveaux.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.

Claims (19)

  1. Wagon for transporting road vehicles (15) or containers, having, towards each of its ends, a bogie (7) having a given direction of travel on a railway track, and a main platform (1) having a longitudinal direction and incorporating a loading deck (2), the said deck being able to be oriented transversely to the said direction of travel by means of vertical-axis articulations between the said platform and each of the bogies, characterised in that it includes end platforms (6, 6') each bearing on a bogie (7), the said articulations connect the main platform to the said end platforms, and the axes of the said articulations (12, 12') are respectively situated on each side of the wagon.
  2. Wagon according to Claim 1, characterised in that it includes a front end platform (6) and a rear end platform (6'), each end platform bearing on a respective bogie (7, 7') and having laterally an arm (10, 10') which extends in the said direction of travel, towards the opposite end of the wagon, at a distance from an inner edge (11, 11') of each of the said end platforms, and which carries at its end the said articulation (12, 12').
  3. Wagon according to Claim 2, characterised in that the main platform (1) has a deck (2) and two lateral longitudinal members (3) assembled to form a U-shaped section, each longitudinal member having at its ends means (14) bearing on the said inner edge (11) of the corresponding end platform.
  4. Wagon according to one of Claims 2 or 3, characterised in that the main platform (1) has, at each end, in the vicinity of the corner (36) situated at the opposite side to the one where the articulation is located, retractable support means (35, 41) able to bear on the ground.
  5. Wagon according to Claim 4, characterised in that the said support means (35) include means (38) of travelling on the ground.
  6. Wagon according to one of Claims 1 to 5, characterised in that it has a cowling (45) forming with the platforms a structure of closed cross section.
  7. Wagon according to one of Claims 1 to 5, characterised in that it has a cowling (45) in two parts, each part (46, 47) being articulated on a horizontal pivot axis (48, 49) on one side of the main platform (1), the two parts joining in a top part (50) of the wagon and able to be separated by pivoting about the said pivot axes.
  8. Wagon according to one of Claims 1 to 7, characterised in that the bogies (7) are connected to the end platforms (6) by a system (51) of links, arranged so that the bogie can pivot with respect to the platform (6) about a notional (fictitious) pivot axis (52) offset towards the central part of the wagon, with respect to the centre of the bogie.
  9. Wagon according to Claim 3, characterised in that the main platform (1) has at each end a foldable ramp (16) hinged on the deck (2) and having means (17) for providing a separable rigid connection with the longitudinal members (3).
  10. Wagon according to one of Claims 1 to 9, characterised in that an end platform (55, 56) of one wagon also constitutes the end platform of an adjacent wagon.
  11. Wagon according to one of Claims 1 to 10, characterised in that the end platforms (6, 6') are pivotally mounted on the bogies (7), and in that it includes means for causing the said central platform to pivot with respect to the said end platforms.
  12. Method of loading or unloading road vehicles or containers onto or from wagons according to any one of the preceding claims, characterised in that the central platform (1) is caused to pivot with respect to at least one of the end platforms (6, 6') with sufficient angular offset to enable the said vehicles or containers to pass, in the longitudinal direction of the central platform, alongside the said end platform, and a vehicle or container is loaded or unloaded by causing it to move from a loading area (25) onto the said platform, or vice versa, in the longitudinal direction of the latter.
  13. Method according to Claim 12, characterised in that, in order to cause the central platform to pivot with respect to the end platforms, the first bogie is engaged on a first track (21), the second bogie is engaged on a second track (22) parallel to the first, and which is connected thereto by a set of points (23), by means of which the main platform (1) is oriented transversely to the two tracks with its ends directed towards the said loading area (25) situated on each side of the two tracks (21, 22).
  14. Method according to Claim 12, characterised in that, the bogies on a wagon being situated on one and the same track (71), the central platform (1) is caused to pivot with respect to the end platforms whilst causing the end platforms (6, 6') to pivot so as to orient them transversely to the track.
  15. System of loading and unloading road vehicles (15) onto and from wagons, for implementing the method according to Claim 13, characterised in that it includes a first railway track (21), a secondary railway track (22) parallel to the first railway track and separated therefrom by a predetermined distance depending on the length of the wagons and which is connected thereto by a set of points (23), a loading area (25) situated on each side of the two tracks, substantially at the level of the said tracks, and means for controlling the set of points (23) so as to direct one of the bogies on each wagon onto one of the tracks and the other bogie onto the other track, so that the main platform (1) is oriented transversely to the direction of the tracks, its ends being directed towards the said loading area.
  16. System according to Claim 15, using wagons according to Claim 5, characterised in that it has a running path (39), disposed along the two tracks and outside them, for retractable running means (35) adapted to the platforms of the wagons.
  17. System according to Claim 15, characterised in that it includes means (26) of connecting the most distant ends of two adjacent wagons.
  18. System according to Claim 17, characterised in that the said connection means consist of a cable (28) onto which the bogies situated in succession on one and the same track are attached, the cable being drawn in translational movement in the direction of this track.
  19. System for loading and unloading road vehicles (15) onto and from wagons, for implementing the method according to Claim 14, characterised in that it includes a railway track (71), a loading area (25) situated on each side of the said track, substantially at the level thereof, and means for pivoting components (75) of the said track on which the bogies can be placed, so that, when at least one bogie on a wagon is positioned on one of the said track components, the pivoting of the said component brings about an orientation of the end platform (6, 6') supported by the said bogie transversely to the overall direction of the track, the main platform (1) being oriented transversely to the said overall direction of the track, its ends being directed towards the said loading area.
EP95470011A 1994-03-16 1995-03-15 Method and system for loading and unloading of wagons for the transport of road vehicles and rail car therefore Expired - Lifetime EP0672566B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9403246A FR2717435B1 (en) 1994-03-16 1994-03-16 Method and system for loading and unloading wagons for the transport of road vehicles and adapted wagons.
FR9403246 1994-03-16

Publications (2)

Publication Number Publication Date
EP0672566A1 EP0672566A1 (en) 1995-09-20
EP0672566B1 true EP0672566B1 (en) 1996-08-21

Family

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Application Number Title Priority Date Filing Date
EP95470011A Expired - Lifetime EP0672566B1 (en) 1994-03-16 1995-03-15 Method and system for loading and unloading of wagons for the transport of road vehicles and rail car therefore

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

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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 (en) 1997-09-24 1999-12-10 Alstom Ddf SYSTEM FOR THE TRANSPORT, LOADING AND UNLOADING OF WAGONS OF ROAD VEHICLES, CONTAINERS OR OTHER GOODS, AND SUITABLE WAGONS
DE19855733C2 (en) * 1998-12-03 2002-04-11 Orthaus Fahrzeugwerk Transport vehicle in the form of a low-floor wagon or a low loader
DE19956036A1 (en) * 1999-11-22 2001-07-05 Dwa Deutsche Waggonbau Gmbh Carriages for combined loading, especially for motor vehicles
NL1017442C2 (en) * 2001-02-23 2002-08-27 Hollandia B V Vehicle, especially for transporting containers by road and rail, comprises motorised drive vehicle, trailers and stabiliser vehicle
EP1557336A1 (en) * 2004-01-21 2005-07-27 Daniel Gerber Method for loading and unloading a railway wagon, with a terminal and a wagon adapted therefor
CZ296615B6 (en) 2005-01-20 2006-05-17 KORSAKOV@Grigorij Wagon for transportation of abnormal loads, particularly road vehicles
FR2933057B1 (en) * 2008-06-27 2013-10-04 Lohr Ind WAGON UNIT FOR THE TRANSPORT OF ROAD VEHICLES OR TRAILERS
DE102014115436A1 (en) 2014-10-23 2016-04-28 Jürgen Stange Railway carriage
CN108482418B (en) * 2018-05-09 2024-04-30 杨宗林 Train passenger getting on/off system
CN108407820B (en) * 2018-05-09 2024-04-30 杨宗林 Train

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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 (en) * 1982-09-16 1985-04-25 Waggonfabrik Talbot, 5100 Aachen Rail freight wagons for transporting road vehicles
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 (en) * 1992-04-29 1993-11-11 Juergen Stange Railway goods wagon for containers and motor vehicles - has frame with two bogies turnably fastened to it, and coupling-buffer units on bogies
DE4240785A1 (en) * 1992-07-15 1994-01-20 Gottfried Perdolt Railway system for combined road - rail traffic - uses double car transporter, which has double wheel sets, to move on two adjacent railway tracks

Also Published As

Publication number Publication date
FR2717435A1 (en) 1995-09-22
EP0672566A1 (en) 1995-09-20
ATE141561T1 (en) 1996-09-15
DE69500022D1 (en) 1996-09-26
DE69500022T2 (en) 1996-12-19
ES2092920T3 (en) 1996-12-01
FR2717435B1 (en) 1996-05-03

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