EP1028881B1

EP1028881B1 - Fifth wheel arrangement for rail freight vehicle

Info

Publication number: EP1028881B1
Application number: EP98952893A
Authority: EP
Inventors: Robert Malcolm Ord
Original assignee: Babcock Rosyth Industries Ltd
Current assignee: Babcock Support Services Ltd
Priority date: 1997-11-10
Filing date: 1998-11-10
Publication date: 2002-01-09
Anticipated expiration: 2018-11-10
Also published as: WO1999024303A1; DE69803487D1; EP1028881A1; ATE211694T1; DE69803487T2; AU1043999A

Abstract

A rail wagon having a fifth wheel coupling arrangement (56, 72) which has a carriage (56) supporting a coupling element (72); the carriage is arranged to be movable freely in a longitudinal direction of the wagon on a track (17) mounted to the wagon. Preferably, the coupling arrangement is arranged to be moved for stowing from the track to a stowed position on the wagon (Figure 8). The arrangement enables the wheels of a trailer or semi-trailer to be secured for longitudinal movement on the wagon which reduces the stress on the trailer during transport on the wagon.

Description

This invention relates to a fifth wheel arrangement for a rail freight vehicle to enable a rail freight vehicle to transport road semi-trailers.

Rail vehicles for transporting semi-trailers are well known. In Europe the most commercially acceptable systems use vertical loading of the load units; containers being loaded by a top lift system from their ISO corner castings, and swaps/semitrailers being loaded by a grappler hook system locating in pockets on lower part of their structures. There is a growing market requirement for all three types of demountable load units to increase in physical volume.

European Patent Publication No 0 023 372 B shows a fifth wheel arrangement for a horizontally loaded rail vehicle where semi-trailers are loaded on to a turntable on a rail vehicle which is then turned to enable the semi-trailer to be coupled by means of a horizontal movement into a fifth wheel mounting on the wagon. The fifth wheel mounting or carriage can be adjusted longitudinally and transversely and further the fifth wheel plate for engaging with the kingpin of the vehicle can be adjusted vertically so that by all three controlled movements, the semi-trailer can be located into fixed engagement with the railway wagon. The problem with such an arrangement is that the arrangement of the fifth wheel coupling which fixes the position of the kingpin of the trailer relative to the rail vehicle results, in combination, with the method of loading the semi-trailer, with a restriction in the trailer length. Thus, the arrangement shown in the drawings of the European patent is possibly only fit for loading and accommodating semi-trailers of up to 8m, whereas semi-trailers now tend to be much longer and up to 13.6m long. Another arrangement is shown in International Patent Publication No WO96/35601 where although the trailer construction allows for longer trailers, nevertheless, the fifth wheel coupling arrangements are fixed and again this is for horizontal engagement of a kingpin and such an arrangement necessitates good support for the semi-trailer wheels to allow free longitudinal movement. This is dangerous if the kingpin shears or becomes disengaged during transit of the supporting rail wagon.

Accordingly, the present invention comprises a rail wagon having a fifth wheel arrangement comprising a coupling carriage arranged for free longitudinal movement relative to a track mounted to the wagon. Preferably, the carriage is removable from the track and is suitably provided with means to stow the carriage in a position remote from a first position on the track where the fifth wheel arrangement is engageable with a trailer to be carried on the wagon. Preferably, the fifth wheel arrangement is arranged to accept a vertically inserted trailer kingpin.

The arrangement whereby the fifth wheel carriage is free to float longitudinally of the wagon enables the wheels of the semi-trailer to be secured for longitudinal movement by suitable chocks or recessed parts of the wagon. This is a much more secure way of securing the trailer. The arrangements for vertical loading with such an arrangement ensure that long trailers of, for instance, 13.6m, can be accommodated in a rail wagon of a length which can negotiate most rail systems.

An embodiment of the invention will now be described by way of example with reference to the accompanying drawings, in which:-

Fig 1 is a side elevation of one end of a wagon according to the invention showing fifth wheel arrangements in different modes,

Fig 2 is an end elevation of the fifth wheel carriage arrangement for the wagon of Fig 1,

Fig 3 is an enlarged end elevation of the arrangement of Fig 2 at C, and

Fig 4 is a side elevation of the arrangement of Fig 2.

The fifth wheel arrangements for coupling trailers to a wagon will now be described by reference to Figs 1 to 4.

In Fig 1, side web 7 extends from intermediate pocket part 40 through end shallower pocket part 8' to end headstock 35 which forms the end of drag box 44 defined by web 7, an inner transverse plate 46 which also defines the end of the pocket used for 45ft (13.7m) containers and a top plate 48, and also defined by an "E" shaped plate 50 which forms a floor and is welded to the body bolster 8. Plate 50 also forms part of a base for track 17 for fifth wheel support 14.

Track 17 is formed from a pair of transversely spaced apart plates 52 on which is a nylon pad 54 (see Fig 3). Pad 54 is fixed to frame 60. Running longitudinally of the wagon on the track is a vertically adjustable carriage 56 (see Fig 4) which unloaded runs on four wheels 58 but which when loaded tends to slide on the pad 54. The carriage frame 60 carries a pair of forward links 62 pivotally mounted on trunnion blocks 64 and a pair of rearward links 66 which are pivotally mounted to screw jacks 68 adjusted via gearing 70 to raise or lower fifth wheel coupling assembly 72 according to predetermined graduation marks 74 on member 76. Member 76 has grips 78 which retain carriage frame 60 on track 17 by means of lip 80 engaging in groove 82 formed by overhang 53 of plate 52 and plate part 51. Lip 80 is interrupted at two places 84 on each plate 52 so that gaps are formed to allow carriage 56 to be removed upwardly from the track for the stowing action to be described. A tube 86 extends from member 76 of carriage 56 into which a bar 87 can be inserted to manually push the carriage along the track to adjust its position for engagement into a trailer or else for stowing.

Fig 2 shows carriage 56 from the front end of the wagon. The two front links 62 are interconnected by a plate 57. The coupling assembly 72 which is a known U.I.C. standard item has a conically-mouthed entry member 88 to guide and accept a vertically lowered fifth wheel trailer kingpin 90. At the bottom of member 88 are latching members (not shown) to engage in pin groove 91 to retain the kingpin in the coupling assembly. The latching members are released by either handle 92 which extend transversely outwards. The assembly 72 is mounted to the upper ends of

links

62 and 66 and can tilt about linkage point 65.

To stow the carriage 56 (see Fig 8), the carriage is pushed to the rear end of each plate 52 to engage with a pair of "L" shaped members 94 on arbor 96. At this point the carriage 56 is aligned with gaps 84. Arbor 96 is then rotated by handle 98 via pinion 97 to lift the carriage 56 from its track and rotate it through 180° so that it rests on the bottom of the wagon within deep intermediate part 40. In this position it is clear of the base of containers whose bottoms are about level with track 17.

It will be appreciated that when loading trailers into the wagon, this is done vertically with fifth wheel engagement. The trailer wheels are chocked against scotches which prevents any extensive longitudinal movement of the rear of the trailer relative the wagon. The front of the trailer, whilst being retained vertically fixed relative the wagon, is allowed to flex longitudinally by means of the free mounting of the carriage 56 in the longitudinal direction. This ensures that stress in the fifth wheel coupling is reduced.

Claims

A rail wagon having a fifth wheel coupling arrangement (56, 72) characterised by a coupling carriage (56) arranged for free longitudinal movement relative to a track (17) mounted to the wagon.
A wagon as claimed in claim 1 wherein the carriage is arranged (53) to engage with a substantial part of the track in such a way as to prevent vertical movement.
A wagon as claimed in claim 2 wherein the carriage is arranged (80) to be removed vertically from the track for stowage.
A wagon as claimed in claim 3 wherein means (96) are provided to transfer the carriage from the track to a stowage position.
A wagon as claimed in any one of claims 1 to 4 wherein the carriage (56) supports a fifth wheel coupling assembly (72) which includes means (88) to accept and couple with a vertically intruded kingpin (90) of a road trailer to be carried on the wagon.
A wagon as claimed in any one of claims 1 to 5 wherein the carriage carries a fifth wheel coupling assembly pivotally mounted to links (62, 66) which provide vertical adjustment.
A wagon as claimed in claim 3 or 4 wherein the carriage is arranged to be transferred from the track to a stowage position semi-rotationally (Figure 1).