EP1067034A1 - Rollende Eisenbahn - Vorrichtung, insbesondere für den Transport von Strassenfahrzeugen - Google Patents

Rollende Eisenbahn - Vorrichtung, insbesondere für den Transport von Strassenfahrzeugen Download PDF

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Publication number
EP1067034A1
EP1067034A1 EP00114353A EP00114353A EP1067034A1 EP 1067034 A1 EP1067034 A1 EP 1067034A1 EP 00114353 A EP00114353 A EP 00114353A EP 00114353 A EP00114353 A EP 00114353A EP 1067034 A1 EP1067034 A1 EP 1067034A1
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EP
European Patent Office
Prior art keywords
equipment according
railway equipment
rolling
blades
rolling railway
Prior art date
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Granted
Application number
EP00114353A
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English (en)
French (fr)
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EP1067034B1 (de
Inventor
Jean-Michel Ven
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Individual
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Individual
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
    • B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
    • B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type

Definitions

  • the present invention relates to rolling railway equipment, in particular for the transport of heavy road vehicles, comprising a set of wagons, in particular platform wagons provided with means for rolling on rails and interconnected by coupling means.
  • the loading template has a minimum height of 6 meters in the United States and the railways do not have catenaries, which which makes the railway infrastructure particularly well suited to the concept rail-road, since it does not require any modification or adaptation for the concept can be implemented with existing road vehicles.
  • the cross-channel tunnel has a gauge of 5.5 meters and the rolling stock includes platform wagons fitted with two bogies of the Y25LD type and whose height at the rail is 1100 mm.
  • the gauge is high enough to allow the loading of all the types of heavy vehicles currently in circulation and to authorize in addition to the presence of transverse beams which constitute a superstructure rustic protecting the load against falling catenary.
  • the gauge In Germany the gauge is 4.65 meters.
  • the wagons likely to be used as part of a rail-road transport concept should have a platform height of 600 mm from the rail, which involves wheels 470 mm in diameter and imposes bogies with four axles to allow the loading of trucks with a maximum tare of 4040 mm at the top of their flag, in accordance with European directive CE 09/93.
  • This template known under the reference UIC506GC is unfortunately only available Germany and some countries in northern and eastern Europe.
  • the object of the present invention is to overcome the drawbacks of the known equipment and to provide a technically feasible solution and economically advantageous, can be implemented quickly without impose new regulatory restrictions on road vehicles, or additional boreholes over 1.3 meters in height of tunnels and works, which would prove ruinous and necessarily punctual.
  • a another object of the invention is to propose a universal concept allowing the putting the ⁇ rail motorway en into practice across Europe, in other words, a trans-European bimodal solution.
  • the wagon guiding functions on the rails are completely separated from the rolling elements, which in particular makes it possible to simplify the construction of the casters, reduce their diameter and lower the wagon loading platforms.
  • the rollers are mounted freewheeling on the blades of the rolling means.
  • the cars have also braking means independent of the rolling means, said braking means comprising longitudinal movable pads, arranged in line with the rollers, in the space between two blades contiguous, substantially parallel to the rails.
  • the lower part of the blades of the rolling means located below the bearing surface of the rollers on the rails is arranged to constitute the means for lateral and longitudinal guidance of wagons and has a variable evolution profile.
  • the movable pads are fitted with brake linings arranged to cooperate with the head of the rail head. Therefore, the braking force is applied directly to the rails and not to the casters, which prevents them from overheating when braking and eliminates the risk of the wheels rolling in, especially in wet weather.
  • said pads are arranged over a relatively large distance so that the heating resulting from braking can dissipate easily, which does not might not be the case if braking was designed in a conventional way on small diameter wheels.
  • each wagon has a rigid structure not suspended carrying at least two blades provided with rollers as well as said coupling means, and a suspended structure, without connection with the others wagons, designed to carry in particular road vehicles of the weight type heavy.
  • each wagon can have at least two rigid unsprung structures each carrying at least two blades, and a suspended structure carrying said coupling means, arranged for carry in particular road vehicles of the heavy goods type.
  • the blades and the unsprung structure are linked by assembly means arranged to allow differential angles of pitch or yaw between the blades respectively arranged on each side of the wagons.
  • said assembly means comprise at least one profile of support associated with each blade of the rolling means and with the structure not suspended by means of juxtaposed plates.
  • said braking means of each wagon are associated with said suspended structure and, for each wagon, the suspended structure is coupled to the unsprung structure by means pneumatic suspension.
  • the pneumatic suspension means preferably comprise at least an air cushion associated with pressurizing means. Therefore, the suspension only applies to the load transported, called chargeable charge, and the unsprung, very rigid structure ensures continuity, without lag vertical due to suspension, especially longitudinal forces and carrying isostatic of the overall rail load.
  • said means of placing under pressure are arranged to lift the suspended structure in a way sufficient compared to the unsprung structure to clear the pads movable braking means of the upper part of the mushroom rails, when the braking means are deactivated and to lower said structure suspended sufficiently in relation to the structure not suspended, under the effect of the load, in particular of weight-type vehicles heavy, to bring the movable pads of the braking means into contact with said upper part of the rail head, when these means of braking are activated. Therefore, the braking force is applied directly by the payload itself, via the brake pads brought to bear on the rails, and the braking control, by vacuum of the air cushion, can be made safer and more efficient while being considerably simplified.
  • the periodicity or longitudinal distance between two contiguous slats is advantageously between 1 and 10 meters and preferably between 1.3 and 3.5 meters.
  • This periodicity which is considerably reduced compared to conventional dimensions usually between 6 and 20 meters, is preference equal to 2.85 meters or 1.425 meters and allows, by the effects that it induces, to increase by around 10% the number of trucks transported for a train conventionally limited to 750 meters in length and with two locomotives and two passenger cars.
  • the rollers independent each have a rim tightened on an outer ring at least one bearing having an inner ring slidably mounted on a rocket rigidly attached to the corresponding blade.
  • the rollers each have two non-sealing seals. turns provided with lips which rub on the lateral faces of the ring outside of the bearing.
  • the rim can be either of the monobloc type, or made in two coaxial parts made integral with one another.
  • This construction casters has the advantage of ensuring economical maintenance and guarantee a long service life thanks to the absence of a flange. These casters allow radial wear twice as great as for a conventional wheel without requiring a renovation of the wheel profile, commonly called ⁇ Reprofiling ⁇ .
  • the rolling railway equipment 10 is consists of wagons 11 articulated to each other so as to constitute a continuous floor that allows online loading including vehicles heavy road vehicles 12.
  • the vehicles concerned are in particular semi-trailers five-axle ( Figure 1A), six-axle semi-trailers (Figure 1B), six-axle road trains (Figure 1C), and semi-trailers short five-axle ( Figure 1D), which make up the large majority of road transport vehicles currently used, in particular in Europe.
  • Road vehicles 12 and wagons 11 are shown in the scale. As the figures show, road vehicles span several successive wagons, which is made possible by the fact that these wagons, harnessed to each other, form a large platform keep on going.
  • the wagons 11 are coupled to each other by coupling means 9 which are illustrated in more detail in FIG. 7.
  • the wagons are provided, at each of their ends, with rolling means 13.
  • the rolling means are n + 1 , n being the number of wagons.
  • each of the rolling means 13 is assigned to two contiguous wagons, except of course at the end of the train. This method of coupling the cars is particularly advantageous because of the anti-tip safety of the cars following a derailment.
  • the rolling means 13 each comprise a blade 14 provided with at least one pair of independent rollers 15 arranged in line and mounted freewheeling on this blade.
  • the blades 14 therefore have a first function of supporting the rollers 15. They also have a second longitudinal and lateral guiding function for wagons 11 with respect to the rails, a function which will be described in more detail in reference to Figures 6A and 6B. Between two blades 14 corresponding to rolling means 13 of the same wagon, a braking system is provided 16 which has the distinction of being independent of the casters 15. This system will described in more detail with reference to Figure 4B.
  • Each wagon 11 is composed of a rigid unsprung structure 17, represented in perspective view by FIG. 3A and partially in section by the FIG. 3B, and of a suspended supporting structure 18, shown seen in perspective by FIG. 4A and partially in section by FIG. 3B. Both respectively suspended and unsprung structures are linked together by pneumatic suspension means 19 shown in perspective by fig 3A and in section by figure 3B.
  • the rigid unsprung structure 17 carries two blades 14 as well as said coupling means 9 in the form of spherical type couplings, and the suspended structure 18, which is arranged to carry the road vehicles 12, has no connection with the other wagons.
  • the wagons are of the "isolated" type.
  • the wagons may include at least two rigid, unsprung structures, each comprising at least two blades, and a structure suspended provided with coupling means in the form of couplings of the pseudo-spherical type.
  • the rigid unsprung structure 17 comprises a central chassis in the form of longitudinal beam 20, the ends of which carry the coupling means 9 wagons 11, and which comprises near one of its ends two lateral supports 21 to which the blades 14 carrying the rollers 15 are fixed.
  • the beam 20 also carries the pneumatic suspension means 19 made for example in the form of cushions 22.
  • these cushions 22 have a circular shape and are among three per car. The invention is not limited either by the shape of the cushions or by their number which can vary from one construction to another.
  • FIG. 3B illustrates an advantageous embodiment of the cushions 22, placed in context, namely between the rigid unsprung structure 17 and the suspended structure 18.
  • These cushions 22 have two flanges rigid circulars 23 and 24, preferably made of steel, assembled by a flange substantially toroidal 25 of rubber, the sides of which are crimped in sidewalls 26a, 26b respectively integral with the suspended structure 18 and of the unsprung structure 17.
  • An anti-crushing pad 27 is disposed between the lower flange 24 and the upper surface of the unsprung structure 17.
  • Stroke limitation pins 28 are arranged on the periphery of the cushion 22 to prevent excessive relative displacement of the structure suspended 18 relative to the unsprung structure 17.
  • sidewall 26a with suspended structure 18 is made by means of threaded rods crossing the latter, which has the form of a plateau or a platform streamlined.
  • the attachment of the sidebands 26b and the rigid unsprung structure 17 is made by means of threaded rods passing through the central chassis in the form of longitudinal beam 20.
  • the cushions 22 are connected to means for placing under pressure 29 which can be formed, as illustrated by the figure 4A, by the general conduct of the train, which is integral with the locomotive or, in one in another variant not shown, by independent means of this line and arranged on each wagon.
  • the suspended structure 18 consists of a platform having an ⁇ profile, of which the central part 18a, raised by relative to the lateral parts 18b, is supported by the cushions 22 of the pneumatic suspension means 19. Between two lateral parts 18b adjoining the suspended structure, there are the lateral supports 21 which ensure the continuity of the surface of wagons carrying heavy vehicles.
  • This reduction in the values of the periodicity makes it possible, on the one hand, to lower the wagons considerably and reach a loading height preferable from 150 mm to 200 mm with respect to the rail for application to rail-road transport of trucks with a height of around 4 meters.
  • it reduces the vertical construction arrow games in anticipation of passage on the concave or convex bumps of the tracks. It also allows to reduce the vertical clearance of construction of the static elastic boom which is legally limited to 3/1000 of the frequency between the means of rolling.
  • it allows a better statistical distribution of the axes turning of road vehicles. This last advantage leads to a an increase of around 10% in the number of vehicles transported by compared to a known system whereby a loading platform corresponds to a single truck or to a system whereby two platforms load correspond to a truck.
  • FIG. 4B is a partial section view illustrating the braking system 16.
  • This system essentially consists of longitudinal iron shoes 30, arranged in alignment with the rollers 15, in the space which separates two contiguous blades 14, substantially parallel to the rail.
  • These skates have preferably an I shape, and have a central branch 31 disposed substantially vertically, an upper transverse branch 32 and a lower transverse branch 33.
  • These pads 30 are fixed by their branch transverse upper 31 to the suspended structure.
  • the transverse branch lower 33 is provided with a suitable brake lining 34 which is made secured to the lower surface of this branch by a bonding technique autogenous.
  • This lining 34 is arranged to cooperate directly with the upper surface of the head of a rail 35.
  • the braking system 16, that is to say the pad 30 fitted with the brake lining 34 is fixed to the part side 18b of the platform in ⁇ forming the suspended structure 18 at means of pins 36.
  • braking is done when the suspended structure 18 descends so as to bring the brake lining 34 into contact with the rail 35. This displacement takes place following a sufficient lowering of this structure suspended due to deflation of the cushions 22 of the suspension means tires 19.
  • the braking force is applied by gravity and depends on the load carried by the suspended structure. In case at low load, the braking force is lower than under load heavy. However, this force is sufficient to ensure effective braking wagons, regardless of the load carried. It is at least equal to the force due to the own weight of the suspended structure when the wagons run empty.
  • the wheel 15 comprises a stepped rocket 40 hooped in the blade 14 and sealed by a plug 41 secured to this blade.
  • Two bearings 42 and 43 are mounted on the rocket stepped 40 and serve as a support for the rim 44 of the rollers 15, of form slightly frustoconical, which is supported on the rails.
  • Bearings 42 and 43 are of the asymmetrical inner flange type. Their inner ring is slippery and their outer ring is tight.
  • An outer hat 45 compatible with existing track brakes, is fixed to the rocket 40 by means of countersunk bolts 46.
  • a ring serving as a spacer 47 is disposed between the blade 14 and the bearing 43.
  • Two lip seals, respectively 48 and 49, are mounted in such a way that the lips rub against the outer rings bearings.
  • the outer rim 44 is of the one-piece type. In the construction illustrated in FIG. 5B, this outer rim 44 is made in two parts linked by autogenous bonding in the factory, part 44a outer part which is in contact with the rail, an inner part 44b which is in contact with bearings 42 and 43 and a layer 44c of junction between the two parts 44a and 44b.
  • the other elements are identical and, therefore, keep the same reference numbers.
  • FIGS. 6A and 6B are respectively front and sectional views of the means of assembling the blade 14 carrying the rollers 15 to the non-structure suspended 17 and guide means provided on this blade.
  • Blade 14 is integral with the unsprung structure 17 of the wagons in such a way that it is relatively flexible in rotation about the Z axis, perpendicular to the loading surface of the wagons, for passing in curves, and relatively flexible in rotation around the Y axis, transverse to the wagons, for bumps.
  • This flexibility is obtained by example by fixing by means of two juxtaposed plates 50 and 51 of which the upper ends are secured, between two rollers 15, supports side 21 of the unsprung structure 17 and whose lower ends are fixed to a support profile 52 integral with the blade 14 and disposed above of the bearing surface of the rollers 15.
  • the dimensions and the positioning of these elements are defined so that the bottom 14a of the blade is about thirty millimeters below the level of the contact surface between the caster 15 and the rail 35 in order to define means of car guidance.
  • the blade 14 is provided with a profile variable evolution.
  • the fixing of the plates 50 and 51 to the supports 21 of the unsprung structure 17 is preferably done by means of screws or bolts rather than by means of welds, to make these components removable and thus facilitate the maintenance.
  • FIG. 7 represents a sectional view of an embodiment of the coupling means 9 of the contiguous wagons 11.
  • These coupling means are are in the form of a spherical shock and traction coupling 60 comprising a male part 61 integral with one end of the structure not suspended 17 from a first wagon and a female part 62 secured to a adjacent end of the unsprung structure of a second car.
  • the male part has a stepped hooped or welded shaft which is engaged in the female part 62 comprising a radial ball 63 which ensures the transmission of longitudinal and transverse forces, and a ball joint axial 64 which ensures the transmission of vertical forces.
  • the centers of rotation of the radial ball joint 63 and the axial ball joint 64 are combined.
  • This embodiment of such equipment makes it possible to take into account problems related to truck traffic by having equipment which, without any modification of the rail network infrastructure, is compatible with existing templates from several countries

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Handcart (AREA)
  • Rollers For Roller Conveyors For Transfer (AREA)
  • Vehicle Body Suspensions (AREA)
  • Heat Treatment Of Articles (AREA)
  • Forging (AREA)
EP00114353A 1999-07-06 2000-07-05 Rollende Eisenbahn - Vorrichtung, insbesondere für den Transport von Strassenfahrzeugen Expired - Lifetime EP1067034B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9908893 1999-07-06
FR9908893A FR2796026B1 (fr) 1999-07-06 1999-07-06 Equipement ferroviaire roulant notamment pour le transport de vehicules routiers lourds

Publications (2)

Publication Number Publication Date
EP1067034A1 true EP1067034A1 (de) 2001-01-10
EP1067034B1 EP1067034B1 (de) 2004-03-31

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EP00114353A Expired - Lifetime EP1067034B1 (de) 1999-07-06 2000-07-05 Rollende Eisenbahn - Vorrichtung, insbesondere für den Transport von Strassenfahrzeugen

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EP (1) EP1067034B1 (de)
AT (1) ATE263050T1 (de)
DE (1) DE60009392T2 (de)
FR (1) FR2796026B1 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016203564B4 (de) * 2016-03-04 2020-09-03 Deutsche Bahn Ag Vorrichtung zur Fixierung von auf einem schienengebundenen Transportwagen zu transportierten Automobilen (PKW)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3095987A (en) * 1959-11-19 1963-07-02 Donald E Sable Piggy-back transportation system
CH372337A (de) * 1959-10-14 1963-10-15 Schweiz Wagons Aufzuegefab Bremseinrichtung an Schienenfahrzeugen
DE3324452A1 (de) * 1983-07-07 1985-01-17 Walter Prof. Dr.-Ing. 6380 Bad Homburg Schmitz Eisenbahn-radsatzkette
EP0215673A2 (de) * 1985-09-16 1987-03-25 General Signal Corporation Gelenkkupplung
GB2276598A (en) * 1993-04-01 1994-10-05 Prior Alan J A railway vehicle for carrying trailers
EP0771710A1 (de) * 1995-10-30 1997-05-07 Aktiebolaget SKF Kupplungseinheit für Reisezugwagen

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH372337A (de) * 1959-10-14 1963-10-15 Schweiz Wagons Aufzuegefab Bremseinrichtung an Schienenfahrzeugen
US3095987A (en) * 1959-11-19 1963-07-02 Donald E Sable Piggy-back transportation system
DE3324452A1 (de) * 1983-07-07 1985-01-17 Walter Prof. Dr.-Ing. 6380 Bad Homburg Schmitz Eisenbahn-radsatzkette
EP0215673A2 (de) * 1985-09-16 1987-03-25 General Signal Corporation Gelenkkupplung
GB2276598A (en) * 1993-04-01 1994-10-05 Prior Alan J A railway vehicle for carrying trailers
EP0771710A1 (de) * 1995-10-30 1997-05-07 Aktiebolaget SKF Kupplungseinheit für Reisezugwagen

Also Published As

Publication number Publication date
DE60009392D1 (de) 2004-05-06
FR2796026A1 (fr) 2001-01-12
FR2796026B1 (fr) 2001-09-21
ATE263050T1 (de) 2004-04-15
EP1067034B1 (de) 2004-03-31
DE60009392T2 (de) 2005-03-10

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