EP1067034B1 - Rolling railway equipment, especially for the transport of road vehicles - Google Patents

Abstract

The railway flat bed for carrying large road vehicles has multiple wagons (11) connected by ball joints (9) which also act as shock absorbers. Each wagon has rollers at its ends working with those of adjacent wagons. The roller assemblies each have a blade (14) with a pair of independent rollers (15). Each wagon has a rigid frame (17) carrying at least two blades.

Description

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 rolling means on rails and connected together by coupling means.

The concept of freight transport commonly called "rail-road" is dependent on parameters that differ from country to country. Various solutions, see for example patent application GB-A-2 276 598, have been implemented or envisaged. Currently none of these solutions is universal and each corresponds to a compromise linked to the environment in which it is applied or intended to be applied.

For example, the loading gauge has a minimum height of 6 meters in the United States and the railways do not include overhead lines, which makes the rail infrastructure particularly well suited to the rail-road concept, since it does not requires no modification or adaptation before the concept can be implemented with existing road vehicles.

The cross-channel tunnel has a gauge of 5.5 meters and the rolling stock comprises platform wagons equipped with two bogies of the Y25LD type and whose height to the rail is 1100 mm. Despite the lines' catenary equipment, the gauge is high enough to allow the loading of all types of heavy vehicles currently in circulation and to also allow the presence of transverse beams which constitute a rustic superstructure protecting the load against a fall of catenary.

In Germany the gauge is 4.65 meters. 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 implies wheels with a diameter of 470 mm and requires bogies with four axles to allow the loading of trucks with a maximum tare of 4040 mm at the top of their pavilion, in accordance with European directive CE 09/93. This template known under the reference UIC506GC is unfortunately only available in Germany and in certain countries of northern and eastern Europe.

In France, the most generous gauge available is the UIC506GB1 reference gauge whose height for a pavilion with a width of 2550 to 2600 mm is 4180 mm for the rail. The German solution is therefore not applicable in France, because it would only transport road vehicles with a height of 3580 mm at most. These vehicles are very rare and have no economic interest.

• très peu de camions empruntent cette « route roulante » étant donné que la plupart des véhicules lourds ont une hauteur supérieure à 3500 mm, de sorte que l'équilibre économique du système n'est assuré que grâce à des subventions
• l'essentiel du flux du transport routier sur l'axe nord-sud dérive vers la France par la Savoie et vers l'Autriche par le col du Brenner.

In the Alps, that is to say in the south of Germany, in Switzerland, in the north of Italy and in Austria, we are dependent on sizes roughly equivalent to those of France. These templates are known under the reference UIC506GA. The wagons designed in this context have a platform located 430 mm from the rail, are quite complicated and are equipped with two four-axle bogies with wheels of 360 mm in diameter. The trucks that can be loaded on these platforms have a maximum height of 3450 mm. The system benefits from a permanent daily exemption because the trucks overhang around 100 mm in the corners. This solution, essentially generated by the prohibition on crossing Switzerland by road for vehicles over 28 tonnes laden, has de facto resulted in two consequences:

• very few trucks use this "rolling road" since most heavy vehicles are more than 3500 mm high, so that the economic balance of the system is only ensured thanks to subsidies
• the main part of the road transport flow on the north-south axis drifts towards France by Savoy and towards Austria by the Brenner pass.

This analysis clearly shows that none of the known achievements or any of the projects envisaged currently provide a satisfactory solution. technically and economically acceptable to the problem of the regulation of the flow of goods which, for various reasons, is essentially ensured by road, the tendency being to opt for the "all highway" precisely because of the absence of another advantageous solution.

The purpose of the present invention is to overcome the drawbacks of known equipment and to provide a technically feasible and economically advantageous solution, which can be implemented quickly without imposing new regulatory restrictions on road vehicles, or additional drilling of more than 1, 3 meters in height of tunnels and structures, which would prove ruinous and necessarily punctual. In addition, another object of the invention is to propose a universal concept allowing the putting into practice of the "rail motorway" across all of Europe, in other words a bimodal trans-European solution.

This object is achieved by railway equipment as described in the preamble, characterized in that said rolling means comprise pairs of blades provided with independent rollers arranged in line and means of longitudinal and lateral guidance independent of said rollers and formed on said blades , and in that said coupling means comprise spherical or pseudo-spherical couplings arranged to constitute shock and traction couplings.

As a result, the functions of guiding the wagons on the rails are completely dissociated from the rolling elements, which in particular makes it possible to simplify the construction of the rollers, to reduce their diameter and to lower the loading platforms of the wagons.

According to this preferred embodiment, the rollers are mounted freewheeling on the blades of the rolling means. In addition, the wagons also comprise braking means independent of the rolling means, said braking means comprising longitudinal movable pads, arranged in alignment with the rollers, in the space which separates two contiguous blades, substantially parallel to the rails These measures make it possible to dissociate the braking function from the rolling function, which also contributes to reducing the diameter of the rollers and, by Therefore, lower the loading platforms.

Advantageously, 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 the wagons and has a profile with variable evolution.

Preferably, the movable pads are equipped with brake linings arranged to cooperate with the head of the head of the rails. As a result, the braking force is applied directly to the rails and not to the rollers, which avoids overheating of the latter when braking and eliminates the risk of the rollers engaging, especially in wet weather. In addition, said pads are arranged over a relatively large distance so that the heating which results from braking can dissipate easily, which could not be the case if braking was designed conventionally on small diameter wheels.

Preferably, each wagon comprises a rigid, unsprung structure carrying at least two blades provided with casters as well as said coupling means, and a suspended structure, without connection with the other wagons, designed to carry in particular road vehicles of the type heavyweight.

In an alternative embodiment, each wagon may comprise at least two rigid unsprung structures each carrying at least two blades, and a suspended structure carrying said coupling means, arranged to carry in particular road vehicles of the heavy goods vehicle type.

Advantageously, the blades and the unsprung structure are linked by assembly means arranged to allow differential angles of pitch or yaw between the blades respectively disposed on each side of the wagons.

Preferably, said assembly means comprise at least one support profile associated with each blade of the rolling means and with the structure not suspended by means of juxtaposed plates.

In the preferred embodiment, said braking means of each wagon is associated with said suspended structure and, for each wagon, the suspended structure is coupled to the unsprung structure by pneumatic suspension means.

The pneumatic suspension means preferably comprise at least one air cushion associated with pressurizing means. Therefore, the suspension only applies to the transported load, called pay load, and the unsprung, very rigid structure, ensures continuity, without vertical offset due to the suspension, especially longitudinal forces and isostatic carrying of the overall rail load.

According to an advantageous embodiment, said pressurizing means are arranged to lift the suspended structure in a sufficient manner with respect to the unsprung structure to release the movable shoes from the braking means. upper part of the rail head, when the braking means are deactivated and to lower said suspended structure sufficiently in relation to the unsprung structure, under the effect of the load, in particular of heavy goods vehicles, to bring the skids mobile braking means in contact with said upper part of the head of the rails, when these braking means are activated. As a result, 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 effective while being considerably simplified.

The periodicity or longitudinal distance between two contiguous blades 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 located between 6 and 20 meters, is preferably equal to 2.85 meters or 1.425 meters and allows, by the effects it induces, to increase by about 10% the number of trucks transported for a train conventionally limited to 750 meters in length and comprising two locomotives and two passenger cars.

According to a particularly advantageous form of construction, the independent rollers each comprise a rim tightened on an outer ring of at least one bearing having an inner ring mounted sliding on a spindle rigidly fixed on the corresponding blade.

Preferably, the rollers each have two non-rotating seals provided with lips which rub on the lateral faces of the outer ring of the bearing. The rim can be either of the monobloc type, or produced in two coaxial parts made integral with one another. This construction of the casters has the advantage of ensuring economical maintenance and of guaranteeing a long service life due to the absence of a flange. These castors allow radial wear twice as large as for a conventional wheel without requiring a renovation of the wheel profile, commonly called "reprofiling".

• les figures 1A, 1B, 1C et 1D illustrent schématiquement l'équipement selon l'invention respectivement chargé de différents types de véhicule routiers lourds,
• la figure 2 est une vue de détail agrandie d'une partie de la figure 1A illustrant une zone des wagons particulièrement chargée,
• la figure 3A est une vue en perspective illustrant principalement la structure non suspendue des wagons et les moyens de suspension de la structure suspendue,
• la figure 3B est une vue en coupe transversale des moyens de suspension représentés par la figure 3A,
• la figure 4A est une vue en perspective illustrant principalement la structure suspendue de l'équipement selon l'invention,
• la figure 4B est une vue en coupe qui représente les moyens de freinage associés à la structure suspendue illustrée par la figure 4A,
• les figures 5A et 5B sont des vues en coupe transversale de deux variantes de réalisation d'une roulette montée en roue libre sur un arbre porté par la lame des moyens de roulement,
• les figures 6A et 6B sont des vues respectivement de face et en coupe représentant à titre d'exemple non limitatif, une forme de réalisation des moyens d'assemblage des moyens de roulement et de guidage à la structure non suspendue, et
• la figure 7 est une vue en coupe représentant une forme de réalisation des moyens de couplage des wagons les uns aux autres.

The present invention and its advantages will appear better in the description of an embodiment of the invention, with reference to the appended drawings, presented by way of nonlimiting examples, in which:

• FIGS. 1A, 1B, 1C and 1D schematically illustrate the equipment according to the invention respectively loaded with different types of heavy road vehicle,
• FIG. 2 is an enlarged detail view of part of FIG. 1A illustrating a particularly loaded area of the wagons,
• FIG. 3A is a perspective view mainly illustrating the unsprung structure of the wagons and the suspension means of the suspended structure,
• FIG. 3B is a cross-sectional view of the suspension means represented by FIG. 3A,
• FIG. 4A is a perspective view mainly illustrating the suspended structure of the equipment according to the invention,
• FIG. 4B is a sectional view which represents the braking means associated with the suspended structure illustrated by FIG. 4A,
• FIGS. 5A and 5B are cross-sectional views of two alternative embodiments of a caster mounted freewheeling on a shaft carried by the blade of the rolling means,
• FIGS. 6A and 6B are respectively front and sectional views showing by way of nonlimiting example, an embodiment of the means for assembling the rolling and guiding means to the unsprung structure, and
• Figure 7 is a sectional view showing an embodiment of the means for coupling the wagons to each other.

With reference to the figures, the rolling railway equipment 10 according to the invention consists of wagons 11 articulated to each other so as to constitute a continuous floor which allows the loading in line in particular of heavy road vehicles 12. The vehicles concerned are in in particular five-axle semi-trailers (Figure 1A), six-axle semi-trailers (Figure 1B), six-axle road trains (Figure 1C), and short five-axle semi-trailers (Figure 1D), which make up the vast majority of road transport vehicles currently used, particularly in Europe. Road vehicles 12 and wagons 11 are shown to scale. As the figures show, the road vehicles extend over several successive wagons, which is made possible by the fact that these wagons, coupled to each other, constitute a large continuous platform. This construction allows on-line loading and unloading of road vehicles, which considerably reduces loading time and simplifies the infrastructure necessary to ensure these maneuvers. Whatever the type of road vehicle carried by the wagons, the loads are distributed between the rolling means of the different wagons because of their relatively short wheelbase. This characteristic ensures optimal distribution and also gives great rigidity to the wagons.

As is better represented by FIGS. 2 and 3A, 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. According to the embodiment described and shown, the rolling means are n + 1 , n being the number of wagons. In fact, 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 function of longitudinal and lateral guiding of the wagons 11 relative to the rails, a function which will be described in more detail with reference to FIGS. 6A and 6B. Between two blades 14 corresponding to the rolling means 13 of the same wagon, there is provided a braking system 16 which has the particularity of being independent of the rollers 15. This system will be described in more detail with reference to FIG. 4B.

Each wagon 11 is composed of a rigid, unsprung structure 17, shown in perspective view in FIG. 3A and partially in section through FIG. 3B, and a suspended supporting structure 18, shown in perspective view in FIG. 4A and partially in section through FIG. 3B. The two respectively suspended and unsprung structures are linked together by pneumatic suspension means 19 represented in perspective by FIG. 3A and in section by FIG. 3B.

In the example shown where the wagons 11 are of the "polyarticulated" type, 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.

However, one can provide another embodiment (not shown) in which the wagons are of the "isolated" type. In this variant, the wagons can comprise at least two rigid unsprung structures, each comprising at least at least two blades, and a suspended structure 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 a longitudinal beam 20, the ends of which carry the coupling means 9 of the wagons 11, and which comprises, near one of its ends, two lateral supports 21 to which the blades 14 carrying the rollers are fixed 15. The beam 20 also carries the pneumatic suspension means 19 produced for example in the form of cushions 22. In the version shown, these cushions 22 have a circular shape and are at number of three per wagon. 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 their context, namely between the rigid unsprung structure 17 and the suspended structure 18. These cushions 22 comprise two rigid circular flanges 23 and 24, preferably made of steel, assembled by a substantially toroidal flange 25 of rubber, the sides of which are crimped in side clamps 26a, 26b respectively integral with the suspended structure 18 and 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 movement of the suspended structure 18 relative to the unsprung structure 17. The attachment flank clamps 26a with the suspended structure 18 is made by means of threaded rods passing through the latter, which has the shape of a flat at or from a profiled platform. The wall clamps 26b and the unsprung rigid structure 17 are fixed by means of threaded rods passing through the central chassis in the form of a longitudinal beam 20. The cushions 22 are connected to pressurizing means 29 which may be formed , as illustrated in FIG. 4A, by the general control of the train, which is integral with the locomotive or, in one in another variant not shown, by means independent of this control and arranged on each wagon.

As shown in FIG. 4A, the suspended structure 18 consists of a platform having an Ω profile, the central part 18a of which, raised relative to the lateral parts 18b, is supported by the cushions 22 of the pneumatic suspension means 19. Between two side parts 18b Adjacent to the suspended structure, there are the lateral supports 21 which ensure the continuity of the surface of the wagons carrying the heavy vehicles. This embodiment where the wheelbase of the wagons, commonly called periodicity, is 2,850 meters, makes it possible to ensure a high rate of suspended load-bearing surface, that is to say approximately 85% against 15% of unsprung load-bearing surface.

This reduction in the values of the periodicity makes it possible, on the one hand, to considerably lower the wagons and to reach a preferential loading height of 150 mm to 200 mm relative to the rail for an application to the rail-road carrying of trucks having a height of the order of 4 meters. On the other hand, it reduces the vertical jibs of construction in anticipation of passing over the concave or convex bumps of the tracks. It also makes it possible to reduce the vertical play in the construction of the static elastic jib which is legally limited to 3/1000 of the periodicity between the rolling means. In addition, it allows a better statistical distribution of the turning axes of road vehicles. This last advantage leads to an increase of around 10% in the number of vehicles transported compared to a known system according to which a loading platform corresponds to a single truck or to a system according to which two loading platforms correspond to a truck.

FIG. 4B is a partial section view illustrating the braking system 16. This system essentially consists of longitudinal iron pads 30, arranged in alignment with the rollers 15, in the space which separates two contiguous blades 14, substantially parallel to the rail. These pads preferably have an I shape, and comprise 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 upper transverse branch 31 to the suspended structure. The lower transverse branch 33 is provided with a suitable brake lining 34 which is made integral with 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 lateral part 18b of the Ω platform forming the suspended structure 18 by means of pins 36.

In practice, braking takes place when the suspended structure 18 descends so as to bring the brake lining 34 into contact with the rail 35. This movement takes place following a sufficient lowering of this suspended structure due to the deflation of the cushions 22 pneumatic suspension means 19. Consequently, the braking force is applied by gravity and depends on the load carried by the suspended structure. At low load, the braking force is lower than at heavy load. However, this force is sufficient to ensure effective braking of the wagons, regardless of the load transported. It is at least equal to the force due to the own weight of the suspended structure when the wagons run empty.

Two embodiments of the independent rollers 15 of the rolling means 13 are shown, seen in axial section, in FIGS. 5A and 5B. According to the first variant, given by way of example, the caster 15 comprises a stepped spindle 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 stepped spindle 40 and serve as support for the rim 44 of the rollers 15, of slightly frustoconical shape, which is supported on the rails. Bearings 42 and 43 are of the asymmetric inner flange type. Their inner ring is slippery and their outer ring is tight. An outer cap 45, compatible with existing track brakes, is fixed to the spindle 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 , 48 and 49 respectively, are mounted in such a way that the lips rub against the outer rings of the bearings. This construction has the advantage of allowing replacement very simple when necessary, which reduces the cost of maintenance. During a replacement, it suffices to disassemble the outer cap 45 and simultaneously remove the bearings and the rim of the rollers 15.

In this embodiment, the outer rim 44 is of the one-piece type. In the construction illustrated in FIG. 5B, this external rim 44 is produced in two parts linked by autogenous bonding in the factory, an external part 44a which is in contact with the rail, an internal part 44b which is in contact with the 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 views respectively from the front and in section of the means for assembling the blade 14 carrying the rollers 15 to the unsprung structure 17 and the guide means provided on this blade. The 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 axis Z, perpendicular to the loading surface of the wagons, for passing in curves, and relatively flexible in rotation around the Y axis, transverse with respect to the wagons, for bumpy passages. This flexibility is obtained for example by fixing by means of two juxtaposed plates 50 and 51 whose upper ends are integral, between two rollers 15, lateral supports 21 of the unsprung structure 17 and whose lower ends are fixed to a profile support 52 integral with the blade 14 and disposed above the bearing surface of the rollers 15. The dimensions and the positioning of these elements are defined so that the lower part 14a of the blade is located approximately thirty millimeters below of the level of the contact surface between the caster 15 and the rail 35 in order to define means for guiding the wagons. In addition, to allow good guidance of the wagons in all track configurations, the blade 14 is provided with a variable evolution profile.

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 maintenance. Regarding the attachment of the support profile 52 to the blade 14, it can be done by welding since it is a safety piece which has no reason to wear out.

FIG. 7 represents a sectional view of an embodiment of the coupling means 9 of the contiguous wagons 11. These coupling means are in the form of a spherical shock and traction coupling 60 comprising a male part 61 secured to one end of the unsprung structure 17 of a first wagon and a female part 62 secured to a adjacent end of the unsprung structure of a second car. The male part comprises a stepped hooped or welded shaft which is engaged in the female part 62 comprising a radial ball joint 63 which makes it possible to ensure the transmission of longitudinal forces and transverse forces, and an axial ball joint 64 which makes it possible to ensure transmission vertical efforts. 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 the problems linked to the circulation of trucks by having equipment which, without any modification of the infrastructure of the rail network, is compatible with the existing gauges of several countries.

Claims (18)

1. Rolling railway equipment, notably for transporting road vehicles of the heavy goods type, comprising a set of wagons (11), in particular platform wagons, provided with means for rolling on rails and connected to each other by coupling means, characterised in that the said rolling means (13) comprise pairs of plates (14) fitted with independent rollers (15), arranged in line, and independent longitudinal and lateral guide means for the said rollers (15) arranged on the said plates (14), and in that the said coupling means (9) comprise spherical or pseudo-spherical couplings to provide shock and traction couplings (60).
2. Rolling railway equipment according to claim 1, characterised in that the independent rollers (15) are mounted as freewheels on the plates (14).
3. Rolling railway equipment according to claim 1, characterised in that the wagons (11) also comprise braking means (16) which are independent of the rolling means (13), the said braking means (16) comprising longitudinal movable shoes (30) arranged in line with the rollers (15) in the space separating the two contiguous plates (14), substantially parallel to the rails.
4. Rolling railway equipment according to claim 1, characterised in that the part (14a) of the plates (14) below the bearing surface of the rollers (15) on the rails is used to form lateral and longitudinal guide means and has a profile of variable evolution.
5. Rolling railway equipment according to claim 3, characterised in that the movable shoes (30) are fitted with brake linings (34) which are used to co-operate with the head of the railhead (35).
6. Rolling railway equipment according to claim 1, characterised in that each wagon (11) comprises an unsuspended rigid structure (17) having at least two plates ( 14) as well as coupling means (9), and a suspended structure (18), unconnected to the other wagons, used in particular for carrying road vehicles of the heavy goods type (12).
7. Rolling railway equipment according to claim 1, characterised in that each wagon (11) comprises at least two unsuspended rigid structures (17) each bearing at least two plates (14), and a suspended structure (18) bearing the said coupling means (9), used in particular for carrying vehicles of the heavy goods type (12).
8. Rolling railway equipment according to claims 6 and 7, characterised in that the plates (14) and the unsuspended structure (17) are connected by assembly means which allow differential angles of pitching and yawing between the plates respectively arranged on each side of the wagons (11).
9. Rolling railway equipment according to claim 8, characterised in that the said assembly means comprise at least one support section (52) connected to each plate and the unsuspended structure (17) by means of juxtaposed plates (50, 51).
10. Rolling railway equipment according to claims 3 and 7, characterised in that the said braking means of each wagon are connected to the said suspended structure (18).
11. Rolling railway equipment according to claims 6 and 7, characterised in that, with each wagon (11), the suspended structure (18) is coupled to the unsuspended structure (17) by pneumatic suspension means (19).
12. Rolling railway equipment according to claim 11, characterised in that the pneumatic suspension means (19) comprise at least one air cushion (22) connected to pressurising means (29).
13. Rolling railway equipment according to claims 5 and 12, characterised in that the said pressurising means (29) are used to raise the suspended structure (18) sufficiently relative to the unsuspended structure (17) to release the movable shoes (30) of the braking means (16) from the upper part of the railhead (35) when the braking means are deactivated, and to lower the said suspended structure (18) sufficiently relative to the unsuspended structure (17), under the effect of loads of vehicles of the heavy goods type (12), to put the movable shoes (30) of the braking means (16) into contact with the said upper part of the railhead (35), when the said braking means are operated.
14. Rolling railway equipment according to claim 1, characterised in that the space between two contiguous plates (14) is between 1 and 10 metres and preferably between 1.3 and 3.50 metres.
15. Rolling railway equipment according to claim 1, characterised in that the independent rollers (15) of one plate (14) each comprise a rim (44) secured on an external ring with at least one bearing (42, 43) having an internal ring which is slidably mounted on a spindle (40) rigidly fitted on the said plate.
16. Rolling railway equipment according to claim 15, characterised in that the rollers (15) each comprise two non-rotating seals (48, 49) provided with lips which rub against the lateral sides of the external ring of the bearings (42, 43).
17. Rolling railway equipment according to claim 15, characterised in that the rim (44) is of the one-piece type.
18. Rolling railway equipment according to claim 15, characterised in that the rim (44) is made in two co-axial parts (44a, 44b) locked to one another.