EP1292476B1 - Transport- und scrägverladesystem für waggons in einem bahnhof für den kombinierten schienen-/strassen- transport und zugehöriges verfahren - Google Patents

Transport- und scrägverladesystem für waggons in einem bahnhof für den kombinierten schienen-/strassen- transport und zugehöriges verfahren Download PDF

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Publication number
EP1292476B1
EP1292476B1 EP01947544A EP01947544A EP1292476B1 EP 1292476 B1 EP1292476 B1 EP 1292476B1 EP 01947544 A EP01947544 A EP 01947544A EP 01947544 A EP01947544 A EP 01947544A EP 1292476 B1 EP1292476 B1 EP 1292476B1
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EP
European Patent Office
Prior art keywords
wagon
railway
loading
transport system
unloading
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP01947544A
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English (en)
French (fr)
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EP1292476A1 (de
Inventor
Robert Lohr
Jean-Luc Andre
Sébastien Lange
Jacques Ober
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Lohr Industrie SA
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Lohr Industrie SA
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Publication of EP1292476A1 publication Critical patent/EP1292476A1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
    • 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
    • B61D47/00—Loading or unloading devices combined with vehicles, e.g. loading platforms, doors convertible into loading and unloading ramps
    • B61D47/005—Loading or unloading devices combined with road vehicles carrying wagons, e.g. ramps, turntables, lifting means

Definitions

  • the invention relates to a transport and loading / unloading system consisting of a plurality of wagons and loading / unloading stations of road vehicles, parts of these vehicles or more generally road loads on the wagons of a vehicle.
  • rail train in the context of combined rail / road transport also known as alternative transport.
  • the invention also relates to the loading / unloading method using the succession of stations and wagons together forming the means necessary for this purpose.
  • containers, swap bodies, trailers or vehicles are loaded into wagons and then unloaded from wagons at railway station terminals.
  • This solution also has the important disadvantage of requiring the transport of the tractor which, if it were separated from its trailer or semi-trailer, could be used for other road transport.
  • the owners of tractors and trailers or semi-trailers are not the same and do not necessarily have the same idea of profitability of their equipment.
  • Another category of solutions more particularly intended for road containers, but also for trailers and semi-trailers concerns the handling of the road load by external means from a platform where they are abandoned by the tractor or the truck to load them into the road. a wagon.
  • This category uses equipment that is heavy and expensive to purchase, maintain and consume energy. In addition, they require the presence of a specialized operator.
  • Yet another category of solutions in which the present invention is concerned relates to the individual loading of the complete vehicle or only of its trailer or semi-trailer, and more generally of a road load, by its motive power or that which is tied to him with the help of driver of the vehicle to which it is attached.
  • One solution consists in providing a wagon with a fixed supporting structure mechanically connecting the two end platforms and carrying a movable floor that supports the road load, cf. US-A-3, 584, 584 .
  • This mechanical link carrier structure represents a consequent additional thickness contrary to the requirements of thin to exploit the maximum rail gauge down.
  • the general field of the invention is that of the rail / road combined transport systems in which the wagons comprise a pivoting railway structure carrying the road load, this carrying structure being mounted on and assembled to two end platforms carried each by a railway bogie.
  • the transport systems implementing this type of wagon differ depending on whether the ends of the carrying rail structures are releasable or not end platforms and in particular releasable both at the same time.
  • the present invention aims to simultaneously meet the two main objectives of maintaining in place the end platforms and therefore the bogies during loading and unloading operations and to make the most of the rail gauge.
  • the invention also aims to perform the loading and unloading operations without heavy equipment outside or onboard while enjoying the advantage of an energy-independent road load, that is to say that can be moved or move by its own means or by the means normally associated with it.
  • the invention also aims to allow the loading / unloading individual or selective for all cars of the same train.
  • the interesting invention must simultaneously satisfy the different conditions and requirements relating to the loading and unloading of road loads on or from railway structures, this in a minimum of time and with the greatest possible convenience for the operators, while respecting safety requirements and profitability in this mode change.
  • the invention has as a first goal to admit a road load road gauge and register the wagon carrying this road load in the rail gauge. Due to the maximum dimensions allowed by rail and road gauges, it is necessary to gain useful loading height on the wagon.
  • the underside of the railway carrier structure is thus placed as low as possible and this rail-carrying structure is made with a thin floor, in any case as thin as possible in view of the requirements of mechanical strength.
  • Another essential goal relates to the ease and speed of reinstatement of the railway carrier structure after the opening and closing maneuvers of the wagon during the loading / unloading phases and the appearance of the individual loading / unloading in parallel of the cars.
  • the bogies move because of the existence of residual forces in the couplings, in the buffers, in the suspensions and other devices. They can also move due to movements of access to, movement on and removal of the supporting structure or shocks.
  • This disadvantage is overcome by assigning to the end platforms a given position by means of retaining the ground or by keeping the spacing thereof at a constant distance.
  • An additional aim is to avoid encroaching on the useful load volume of the wagon by the presence of means and equipment for handling the load and the load-bearing railway structure. These means would clutter up the wagon and would require embedded auxiliary energy sources.
  • the road load moves by its own means during the loading and unloading phases and the power actuators required for maneuvers are external to the wagon and powered by external sources.
  • This energy independence between the wagon, the load and the actuating means makes it possible to lighten the wagon and to simplify the distribution of the energy.
  • the motor means are on the railway infrastructure and on the road load or its tractor.
  • Yet another object is to limit the useful driving stroke of the lifting means of the carrying railway structure.
  • any additional length of the stroke of the release means for example by lifting, generates new, much larger efforts resulting in an additional cost of energy consumed and an oversizing of the equipment.
  • the lifting movement of the load-bearing railway structure after having compensated for the overwriting of the suspensions, continues with a useful stroke of small amplitude, just necessary to dissociate the links between the railway bearing structure and the platforms.
  • end forms for example the release of the ends of the supporting structure from their housing in or supported on the end platforms.
  • Another additional object relates to the passage of tensile forces. These must be supported entirely by the supporting structure and its connections with the end platforms to avoid the use of an additional lower structure of great mechanical strength representing a significant overweight and extra thickness.
  • the present invention uses the carrier structure to transfer tensile forces to the other end of the car.
  • the purpose of the invention is to place the wagons of the trainset in an appropriate position with respect to the equipment of the track and of the wharf so as to be able to easily and rapidly implement the loading / unloading means.
  • the invention also aims to achieve a particularly resistant car, not only to all the efforts it can endure during its operation, but also to all the exceptional efforts related to loading and unloading operations and maneuvering major loads such as those of road freight vehicles.
  • the invention also aims to propose a load-bearing railway structure in which the load between its own means, this carrier structure is back in place on the wagon by a means of support outside the wagon and independent energy thereof.
  • the invention simultaneously aims for all the aforementioned purposes and provides a comprehensive and reliable overall solution that overcomes the majority of disadvantages of previous achievements.
  • the invention relates to a combined rail / road transport system formed of at least one railroad track, wagons and loading / unloading stations, characterized in that each wagon is composed of two platforms of end and a railway structure carrying a road load pivotally mounted on the wagon and connected to the end platforms by separable and lockable connections of rigid assembly and that each station is equipped with the ground and the level of each loading / unloading location of at least one lifting and lowering means and at least one pivoting drive means of the supporting structure allowing dissociation and pivoting towards the platform, the latter being equipped recovery and reception means for continuing pivoting on the platform, the assembly comprising means for retaining the position and presentation of the end platforms, in which position they are when the wagon is in the dissociated state.
  • This invention is related to wagons pivotally carrying rail structure and in particular to a system using a particular wagon of this type with all its variants subject to a parallel deposit which should be referred to here.
  • the present invention relates to wagons for the combined rail / road transport also said alternative, with a rail structure bearing load bearing road, and this regardless of the position of the pivot center on the wagon. This can indeed be central, end or intermediate.
  • the general purpose is to be able to carry out loading / unloading operations in a minimum of operating comfort and time by obliquely fitting the supporting railway structure.
  • FIGs 4 and 5 have been shown two basic general variants of the wagon according to the invention differing simply by the position of the center of pivoting of the carrying railway structure. These variants will be used for the following general description of the invention by its general means.
  • the invention proceeds from the general inventive idea that, for a rail-bearing swivel structure carrying the road load of a combined rail / road transport wagon, disassembly of the end platforms of the wagon by at least one ends thereof while remaining mounted on its pivot center to arrive after pivoting to an oblique position of loading / unloading, the ends of this side completely detached from the end platform, then to find after reverse pivoting integrity of the wagon after a quick, easy and secure assembly ensuring a rigid connection between the end platforms and the carrying railway structure.
  • the typical car 1 comprises two end platforms 2 and 3 supported by one or more bogies or one or more axles 4 or 5. These end platforms 2 and 3 are interconnected by a carrier rail structure 6 which is integral with them by its ends by means of rigid connection links, these connections being separable and lockable.
  • the carrying rail structure 6 is a receptacle body formed of a low floor 7 in particular of low thickness with a flat bottom 8 or otherwise shaped for example having a recess longitudinal recess 9 in the form of a tunnel 10.
  • the carrying rail structure 6 comprises in addition two protective side walls 11 and 12, for example of low height, delimited upwards by upper longitudinal members 13 and 14 extending beyond the body to terminate with such ends as technically shaped so as to come carry on and lock in complementary receiving conformations 16 provided in the receiving structure opposite the corresponding end platform or each end platform 2 or 3 in order to constitute in the assembled state a connection dissociable rigid assembly through which pass all tensile forces and those from rolling movements.
  • the wagon 1 in the closed state thus forms a solid and rigid mechanical assembly identical to a wagon in one piece.
  • the wagon also has longitudinal lower edges 17 and 18, transverse end plates 19 and 20 and access spoilers 21 and 22.
  • the floor 7 of the supporting structure 6 is thin and located as close as possible to the ground.
  • this thin floor is shaped or constructed to form in the central longitudinal zone where the road load does not carry the recessed housing 9 in the form of a tunnel 10 in which is housed a longitudinal linking element 23 connecting mechanically the two end platforms 2 and 3 to ensure the maintenance of these platforms in their original position during loading / unloading operations.
  • This tunnel 10 provides a stiffening effect to the floor 7 and allows the routing of cables and fluid conduits.
  • the ends 15 of the carrying railway structure 6 are short and relate to the receiving conformations 16 located on the opposite end platforms and this to the limit or near the limit of the inner side of these platforms.
  • the end platforms 2 and 3 may have on their side facing the inside of the wagon a return 24 directed downwards on the upper part of which is formed a shoulder 25.
  • the receiving structures 16 on which carry the ends 15 of the carrying railway structure 6 are shaped at the ends of this shoulder 25 facing the ends of the supporting structure.
  • the carrying railway structure 6 also comprises, on the underside of at least one of its access ends, means for cooperating with an external lifting and pivoting means.
  • the wagon 1 comprises any means of retaining the end platforms in their original position at a distance from each other during movements and maneuvers related to the loading / unloading operations, by example the longitudinal element 23 of mechanical connection, to allow the carrier structure 6 to be easily assembled by the rigid assembly dissociable bonds easily finding the exact position of engagement, latching or engagement parts to be assembled and locked.
  • the carrying railway structure 6 is permanently connected to the only end platform 2 or 3 by a pivot function member. It carries it by mechanical fasteners and the connection with the corresponding ends of the carrying railway structure is effected by means for example of a pivoting twinning crossmember. The latter receives at each of its ends a corresponding end of the carrying railway structure.
  • the carrier rail structure is raised by its other end to dissociate the adjacent end platform and its movement to and on the platform.
  • the connections between the ends of the carrying railway structure 6 and the corresponding end platform are dissociable whereas on the opposite side, that is to say that of the pivot center 26, the same links are indissociable but provided with at least one degree of freedom to allow the inclination of the carrying railway structure 6. For example, they can be pivoted about a transverse axis.
  • Conveying ends of the conveying railway structure 6 may also be provided by a triangular point 27 mounted on the end pivoting center 26 (FIG. 5) with an inclinable pivot axis or having a degree of freedom allowing a possible inclination of the carrier rail structure for loading / unloading operations.
  • the lifting of disassembly or disassembly of the ends of the carrying railway structure is preferably carried out simultaneously at each of the ends by any suitable means, preferably outside the wagon, for example a lifting device and driving pivoting, not shown, with lift cylinders and vertically displaceable and motorized rollers for lifting and driving the supporting railway structure pivotally to the loading / unloading platform.
  • this structure will have on the underside at at least one or each of its ends a flat bearing and bearing track 29, for example in a circular arc centered on the center of pivoting, allowing the lifting and driving work by the motorized rollers of this device.
  • the rigid connection separable links between the ends of the carrier structure 6 and the end platforms 2 and 3 can be realized in different ways. Their general function is to allow the carrier rail structure 6 to be integral with the end platforms 2 and 3 of the wagon so that all the traction forces and those related to the rolling pass through them. Thus, these dissociable bonds of rigid assembly must have high mechanical strength but also high security and reliability. Locking is therefore provided to ensure that it remains closed during transport.
  • These dissociable bonds of rigid assembly can be single or double or even multiple for increase safety and behavior to dynamic lateral and transverse couples.
  • the ends 15 of the upper spars 13 and 14 of the carrying railway structure 6 are extremely short arms called ends which are shaped into hook structures as well as those formed at the end of the lower longitudinal edges 17 and 18 of the wagon thus forming each time a short end and composite 30 in double hook one upper 31 and the other lower 32.
  • the upper hooks and their receiving structure support the vertical load and transmit tensile forces while the lower hooks and their receiving structures are intended to overcome the tilting torque.
  • an automatic locking device 36 in the form of a curved locking finger 37 pivotally mounted and actuated in closing by a return spring and pivoted in opening by a non-visible motor mechanism, for example to compressed air, available on the wagon.
  • This automatic locking device 36 acts only on the upper hook.
  • each upper hook of the carrier structure has a recess 38 delimiting an open receiving space at the front. This open receiving space is traversed in the middle part by a transverse rod on which the locking pin 37 comes to bear.
  • the end platforms each have on the inside of the wagon the return 24 downwards having the upper transverse shoulder 25 in each end of which are formed complementary structures and conformations receiving 33 hooks.
  • the wagon includes means for holding the end platforms in their position of absolute or relative origin.
  • it is for example the longitudinal mechanical connection by the longitudinal connecting element 23 interconnecting at a low level the two platforms end members each supported by at least one railway bogie.
  • This longitudinal connecting element 23 has no other main purpose than to mechanically connect the two end platforms 2 and 3 between them in order to retain them in their initial position during the loading and unloading phases.
  • the longitudinal connecting element can be made thin in order not to penalize the dimensions of the wagon and the load relative to the rail gauge.
  • this longitudinal connecting element remains projecting outside the floor 7.
  • this longitudinal connecting element 23 Because of its length and the small thickness of its section, this longitudinal connecting element 23 has a tendency to bend downwards in its central portion 39. This bending causing a downward overflow can put the assembly out of size, it It is appropriate to recall this element 23 upwards in its central part 39, for example by a simple fixing or a link in the lower central part of the carrying railway structure 6.
  • this element 23 Preferably, to gain on the rail gauge, provision is made to accommodate the longitudinal connecting element 23 in a central longitudinal tunnel-shaped recess housing 9 formed in the floor 7 of the carrying railway structure. This tunnel 10 also makes it possible to pass the pressurized fluid conduits and the electrical connection cables from one end platform 2 or 3 to the other.
  • this tunnel 10 is provided in an area of the floor 7 that does not interfere with the load.
  • This longitudinal connecting element 23 fulfills its main function of holding the end platforms 2 and 3 in position in their initial position during the loading / unloading maneuvers to ensure the speed and the convenience of the rigid assembly between the plates. end forms and the composite ends 30 of the carrying railway structure in all the positions of the pivot center thereof.
  • the invention aims not only rail structures pivoting around their center but also around one of their ends or at any location.
  • the longitudinal connecting element 23 fulfills a second technical function when the pivot axis is central. This is to support the pivot center.
  • the central portion 39 of this element becomes more complex.
  • An example is shown in FIGS. 10 to 16, however, it suffices to have a central pivot 28 and a means of disengaging the connecting element 23 in the case of a tunnel 10.
  • the central portion 39 performs three functions simultaneously, namely that of ensuring the attachment of the longitudinal connecting element 23 to the carrying railway structure 6, that of supporting the central pivot center 28 around which moves the carrier rail structure 6 and finally that with associated means to achieve the release of the longitudinal connecting element 23 of its housing 9 provided recessed in the form of a tunnel 10 in the floor 7 of the carrying railway structure 6.
  • the central portion 39 of the longitudinal connecting element 23 is mounted suspended on the vault of the floor tunnel 10 of the carrying railway structure 6.
  • a metal blade 41 of curved suspension spring effect is mounted immobilized abutting at each of its ends by three fixed points along which it can move by its longitudinal edges and along a longitudinal central guide slot 42 and 43 existing on either side of a central median transverse zone.
  • This clearance space 44 is occupied by a clearance motor unit 45, for example a pneumatic energy, comprising a pair of pneumatic bellows 46 and 47 as shown in FIGS. 14 to 16.
  • a clearance motor unit 45 for example a pneumatic energy, comprising a pair of pneumatic bellows 46 and 47 as shown in FIGS. 14 to 16.
  • This metal blade 41 of suspension carries through the motor assembly 45 of clearance the central pivot center 28, for example in the form of a pivot block 48 on which is fixed by its central portion the longitudinal connecting element, for example by screws such as 49 and 50, thus forming a complex bonding assembly.
  • the structure of the longitudinal connecting element 23 is thin and various sectional shapes are possible, from rectangular section shapes 51 as shown in FIG. 9, to thin ribbed or folded shapes, some examples of which are shown in FIG. are shown in Figures 17 to 19.
  • Fig. 17 The particular shape shown in Fig. 17 will be preferred. It is of a generally flat shape 52 whose longitudinal edges are shaped as hollow tubes 53 and 54, for example of circular section serving as a channel for the fluids under pressure either directly or as protection and passage spaces for conduits or electrical cables or others.
  • these longitudinal edges thus shaped provide additional mechanical rigidity to the assembly, thus making it possible to further reduce the section thickness of the longitudinal connecting element 23.
  • the wagon has, at least at one of its ends, a predisposition for the retention of these platforms by an external means existing on the track or along it. and solid with the ground.
  • the wagon also has a predisposition to the action of an external lifting device and pivoting drive in the form of the bearing track and bearing 29 present on the underside of at least one end of the railway structure 6, a practical embodiment of which is shown in FIG.
  • This support and rolling track is formed for example in the form of a flat transverse plate 58 reported by solidarisant by welding to the adjacent elements of the chassis of the carrying railway structure. Due to the pivotal nature of the movement of this carrier structure, the track 29 has a generally curved shape for example in an arc whose center is that of the center of central pivoting or other.
  • Another predisposition of the wagon concerns the maintenance of the end platforms 2 and 3 in longitudinal position but also and simultaneously tilting after the pivoting movement of the carrier structure.
  • It may be receiving structures present on a body on the ground, they cooperating with the returns of each end platform.
  • the overall operation of the invention is as follows.
  • the bellows release motor assembly 45 is actuated, which, by being inflated and resting on the roof of the tunnel housing 10, forces the curved suspension blade 41 to bulge further and thus to move away from the vault of the tunnel.
  • the latter while bouncing further, travels a distance movement which is sufficient to disengage or extract the longitudinal connecting element 23 from its housing 9 in tunnel 10.
  • the carrying railway structure 6 can then pivot about its pivot center 28 materialized here by the pivot block 48 mounted on the central portion 39 of the longitudinal connecting element 23.
  • the lifting and pivoting movements of the carrying railway structure are generated by an external device, for example a lifting and driving device. pivoting as described below.
  • the elevation device described below also achieving the lowering of the carrying railway structure, it would be more complete to call the lifting-lowering device. To avoid heaviness and in the spirit of simplification, we will only qualify it hereinafter lifting device for this function. It also ensures the pivoting drive of the carrying railway structure.
  • the combined lifting and pivoting device 59 is intended to be installed on a railway line 60 having two loading and unloading platforms 61 and 62 extending on either side of the track. way 60.
  • the device 59 is preferably mounted between the two rails of a loading / unloading station 63 shown in its generality in FIG. 3.
  • a loading / unloading station 63 shown in its generality in FIG. 3.
  • this carrier structure is lifted simultaneously by its two ends and rotated around a central pivot center not shown. It can also be a pivoting around an end pivot center.
  • This device 59 is completed by a series of several carrier rollers and preferably coaches for example two trains 64 and 65 of three rollers mounted on a platform respectively 61 and 62 and intended to receive, to resume and possibly but not necessarily to continue to do pivoting the carrying railway structure 6 by its bottom as soon as its cantilever to the dock exceeds a certain limit, this to achieve a good stability and safety of pivoting movements.
  • the rollers of these trains 64 and 65 of rollers are housed in an obviously of the structure of the platform as shown on Figure 3 at a suitable distance from the edge of the wharf. They protrude slightly from the surface of the wharf to take up the bottom of the cantilevered load-bearing structure on the wharf.
  • rollers 66 are assemblies each formed of a rotating cylinder of slightly frustoconical shape in order to benefit from differences in circumferential speeds from one end to the other in order to prevent slippage.
  • Their lateral surface is preferably covered with a metal tread strip 67 coming into contact with a bearing and bearing track 29 (FIG. 26) specific to at least one end of the carrying rail structure 6 of the wagon.
  • They comprise an electric motor unit 68 for driving the rotating roller.
  • the carrying rail structures 6 have at at least one of their ends on the underside a flat bearing and rolling track 29, for example in the form of an attached plate or any other embodiment. Due to the pivotal nature of the movement, these tracks 29 have a generally curved shape whose radius of curvature is identical or close to the distance separating it from the pivot center of the carrying railway structure 6 as represented in FIG. 26.
  • the combined device for lifting and pivoting drive is substantially identical or equivalent to that which will be described below and therefore a new description is not not necessary.
  • the lifting device and pivoting drive according to the invention is in the form of a mechanical assembly 69 mounted on the rail 60 between the two rails at a location reserved for loading / unloading hereinafter called item 63 for loading / unloading.
  • the lower parts of this mechanical assembly 69 are housed in a pit adapted so as to minimize the height of the projection that this assembly represents with respect to the ground.
  • the portion housed in the ground is preferably protected from bad weather and external aggression by a separating plate.
  • a removable protection against the weather can also be provided for the upper part for example in the form of a hood (not shown).
  • the mechanical assembly 69 of the device according to the invention is additionally mounted on a base plate ensuring the mechanical seat and its mounting on the pit or on a support for holding between the rails. For reasons of simplification, these last means have not been represented.
  • the mechanical assembly 69 of the device 59 consists on the one hand of a pivoting box 70 around a horizontal axis 71.
  • the pivoting box 70 is divided into two branches 72 and 73 or more each carrying end a motorized unit 74 and 75 formed of motorized rollers 76 and 77 joined to each other by means of a common transverse tubular element 78.
  • Each motorized roller 76 or 77 is also carried by an articulated tilting support 79 and 80.
  • the element transverse tubular 78 cross the end of the branches 72 and 73 in a sleeve snap-fitted in a reception piece 81 with a V-shaped inlet.
  • Each pivoting articulated support 79 and 80 is connected to the driving rod of an elevation jack respectively 82 and 83.
  • whose body is pivotally mounted about an axis 84 and 85 with deformable bearing on auxiliary supports respectively 86 and 87 formed for example of two parallel screeds such as 88 and 89 giving them a possibility of absorbing
  • lift cylinders 82 and 83 each act in upward thrust on the articulated supports carrying the motorized roller units to cause their simultaneous lift movement.
  • the motorized rollers 76 and 77 are of the same type as those already described because forming roll trains located on the platform. They each consist of a rotating cylinder 66 covered with a metal tread band 67 of slightly frustoconical shape. They are mounted on a radial longitudinal axis with respect to the center of pivoting of the supporting structure 6 around which the rotation is effected under the effect of an electric drive motor 68. Their arrangement is slightly convergent toward the center of pivoting. of the carrier structure 6 chosen central in our example. This arrangement makes it possible to avoid the risk of transverse shifting during the lifting contact and the pivoting driving movement of this bearing structure 6.
  • motorized rollers 76 and 77 are intended to come firstly in vertical thrust contact with the support and running track 29 which is present on the underside of at least one end of the carrying railway structure (FIG. lift under the effect of lift cylinders. After elevation of the supporting structure, their implementation rotation causes the pivoting drive of the carrier rail structure by a drive running on the bearing track and rolling.
  • a catch-up mechanism makes it possible to ensure that the motorized rollers 76 and 77 have complete flat contact with the bearing and rolling track 29.
  • This catch-up mechanism is shown schematically by a succession of profile views illustrating the operation in the figures. 27 to 30.
  • the pivot axis 71 of the pivoting box 70 is movable relative to its starting position corresponding to the horizontal retracted position of rest of the box. Its displacement makes it possible to obtain an approximately vertical trajectory provided by the elevating cylinders for the end of the caisson and thus for the motorized rollers and this on the portion of trajectory corresponding to the final phase of approach and the lifting.
  • the means envisaged are as follows.
  • the pivot axis 71 of the pivoting box 70 is mounted for example at each of its ends on two rods themselves pivoting about a secondary axis 90.
  • This pivot axis 71 being movable will move forward under the effect of oblique traction by the box subjected to elevation by the cylinders.
  • the described arrangement ensures by the small displacement of the pivot axis 71 of the box 70 the necessary elongation of the geometric lever arm to transform the circular arc of trajectory into a quasi-rectilinear segment on the final part of the trajectory (FIGS. and 31).
  • the pivoting casing may comprise a means of support and maintenance in presentation and in position 91 of the corresponding end platform of the wagon during the loading / unloading operations.
  • An illustration of this means is given in Figure 31 in which the upper face of the box 70 comprises a receiving structure and locking 92 V in which is housed blocking the end 93 of the return 94 to the bottom of the body of the plates end forms.
  • the operation comprises the following general phases.
  • the combined rail / road transport car is immobilized with a certain tolerance at the location of the loading / unloading station 63 for example for a loading.
  • the stopping position of the wagon at the intended location corresponds to the positions of the end platforms that must be safeguarded in the case of the immobilization thereof, each from a device located on the track . These devices are actuated if they are independent devices. In the other cases envisaged, the relative positions are maintained automatically by a mechanical connection between the end platforms or by an additional function of the lifting device (s) and pivoting device (s) such as that described above.
  • the operation (s) of lifting and pivoting is thus carried out.
  • the elevating cylinders are actuated to allow the motorized rollers 76 and 77 to approach the corresponding bearing and bearing track 29 of the end sub-face of the carrying railway structure 6.
  • the motorized rollers 76 and 77 are raised until soft contact and flat with the bearing track and bearing 29 by the play of the catch mechanism. Then, after the unlocking of the dissociable connection links between the supporting structure and the end platforms, the coordinated lifting movements of the two ends of the carrying railway structure or of the only corresponding end follow.
  • the lifting movement is divided into two parts.
  • the first concerns a fraction of the displacement corresponding to the relaxation of the suspensions of the end platforms.
  • the second concerns the actual lifting which stops shortly after dissociation of the ends between the carrier structure 6 and the receiving conformations of the end platforms, the additional elevation being generally low because there is no obstacle to pivoting on the end platforms.
  • the motorized rollers 76 and 77 are then rotated by their own motors so as to pivot the ends of the pivoting carrier structure of the wagon body in the same pivoting direction until the corresponding corners of the ends of the structure are taken up again.
  • carrier 6 by the trains 64 and 65 motorized support means-rolling on the platform.
  • Pivoting is effected until the ends of the carrying railway structure of each end platform are completely disengaged by a pivoting movement of sufficient amplitude for the release of the ends of the carrying railway structure and the oblique positioning of angle sufficient to provide some ease in the loading / unloading maneuvers.
  • the road load accesses the carrying railway structure by its own means, for example for a semi-trailer by the tractor which moves it.
  • the invention is part of a complete combined transport system comprising at least one platform for example two platforms such as 95.96 loading / unloading and at least one section of railway track such as 97 (FIGS. 1 and 2) surrounded by a loop road 98 forming together a railway station.
  • Each section is bordered by at least one platform 95 or 96 and has a useful part on which the loading / unloading operations can will perform.
  • This useful part is formed of the succession of a predetermined number of loading / unloading stations each corresponding to the loading / unloading location of a car 99, 100, 101.
  • Each useful part of each section of track 97 comprises on the ground at least one locator or positioner 102.
  • the centraliser or positioner 102 will be unique for the entire train or will be in plurality, that is to say a copy assigned to a limited number of wagons, or individual, that is to say specific to each loading / unloading location 99, 100, 101.
  • FIGS. 32 and 33 An example of a centraliser or positioner 102 is shown in FIGS. 32 and 33.
  • This type of centering device is mounted on the ground. It consists of two pivoting centering arms 103, 104 movable in lowering or elevating movement, the ends 105, 106 of which are provided to engage with a vertical centering pin 107 mounted, for example, central on the underside of the carrier structure 6 of the wagon.
  • the ends of the pivoting arms 103, 104 are shaped according to a receiving structure with two converging or semi-circular edges such as 108 for example a fork with two converging symmetrical branches coming along. of the pivot of the centering pin 107.
  • pivoting arms 103 and 104 are driven in a longitudinal translational movement in opposite directions along each other along slides such as 109, 110 parallel to the railway in and out of a vertical transverse reference plane 111 for loading / unloading maneuvers. Swivel centering arm the first end of which comes into contact with the centering pin 107 will push the entire car to the required reference position.
  • a precision in the stopping position of the power unit or an electronic control and braking control system for example from a detection may be sufficient in isolation or in combination with a device complementary to the ground to ensure coincidence sufficient space to allow loading / unloading operations under satisfactory conditions.
  • the rail train is composed of a plurality of wagons each for carrying a road load.
  • the wagons may be the same or different, but still meet the same general characteristics.
  • the loading / unloading stations 63 are located on locations defined for example by physical limits on the track and on the platforms.
  • each loading / unloading station 63 is provided with a specific ground equipment cooperating with the corresponding car of the train for the loading and unloading operations.
  • the wagon consists of three essential parts. These are the two end platforms 2 and 3 each supported by at least one bogie or axle 4 and 5 to which it is hinged for transporting haulage. These end platforms 2 and 3 and the conventional associated members provide the technical connection with the preceding wagon or the next wagon and an interface function with the load securing means. Both platforms end 2 and 3 carry at their ends the carrying rail structure 6 of a road load constituting the third essential part of the wagon. This carrier rail structure 6 is pivotally movable back and forth to the loading / unloading platform 95 or 96 and to the wagon after dissociation of the rigidly connected link from its ends to the end platforms 2 and 3.
  • This carrier rail structure 6 carried by each of its ends by an end platform 2 and 3 is mounted each time detachable thereof by a simple disengagement maneuver for example unlocking-lifting.
  • the carrying railway structure 6 is pivotally mounted around either a central pivot 28 (FIGS. 4 and 6) or an end pivot 26 (FIG. 5).
  • the invention provides at a lower level than the bottom of the carrier structure a longitudinal connecting member 23 realizing the low mechanical junction between the two end platforms.
  • This longitudinal connecting element 23 remains in place during the loading / unloading maneuvers. It thus guarantees the maintenance of the distance between the two end platforms and thus their relative position so that during the return of the carrier structure 6, the assembly-locking of its ends with the end platforms 2 and 3 is carried out quickly and in good conditions without other additional means for example centering.
  • the present invention it is possible to maintain the presentation and position of the end platforms 2 and 3 by specific ground members, for example those of lifting, or by additional means or providing an additional function provided to an existing device such as the support and holding device referenced 91 shown in Figure 31 mounted on the device for raising the ends of the carrying railway structure.
  • each loading / unloading station 63 of the track has at least one, but preferably two, lifting and pivoting devices 59 of the carrying railway structure in view of the pivoting movement thereof between a transport position and an opening position of the wagon.
  • Each station comprises on the ground a lifting-lowering and pivoting driving means such as 59 at each end of the carrying railway structure such as for example the member as described above or equivalent means.
  • These members are intended to lift the carrier structure 6 by its ends, to disassemble the end platforms 2 and 3 and to rotate it until it is taken up by the trains 64 and 65 carrier rollers corresponding motorized or not provided at an appropriate location in the structure of the platform 61.62 or 95.96 to allow the extension of the pivoting movement of each end to the corresponding parts facing the platforms bordering the track.
  • the train train arrives on the stretch of railroad tracks such as 97 intended for loading / unloading operations.
  • the motor stops as well as possible for example with respect to a materialized mark allowing the wagon or the various wagons to center to be close to the corresponding centering device.
  • the train stops and the driver releases the brakes to allow centering movements.
  • the driver then actuates the centering device (s) 102.
  • centering device In the case of a train consisting of wagons equipped with a longitudinal mechanical connection 23 between the end platforms 2 and 3, centering only one of the wagons.
  • the unique centering device centers this wagon whose movements are reflected on the intermediate wagons by the hitches. Thus, the position of the neighboring wagons and even those furthest away may change without risk of changing the relative positions between the end platforms 2 and 3.
  • the end platforms 2 and 3 are then immediately immobilized in their initial or original position by the various means provided or they are held together at a constant distance and in presentation by the mechanical connecting connection 23. It can these are separate means of immobilization existing between the track and each end platform.
  • the lifting devices or the lifting-lowering and pivoting-driving devices 59 are then actuated after the unlocking command of the rigid assembly separable link existing between the railcar carrier structures 6 of the wagons and the platforms. corresponding ends 2 and 3.
  • the rail structure 6 carrying wagon 1 is raised slightly by an upward thrust at at least one of its ends by the lifting means until separation of its dissociable link of rigid assembly with the end platforms 2 and 3 and technical clearance of the assembly structures and additional lifting up to a minimum distance allowing the pivoting movement in its oblique presentation and allowing the leveling with the receiving structures of the wharf.
  • the amplitude of the lifting is low.
  • the pivoting means for example the motorized load-bearing rollers 66, begin their work of moving the supporting rail structure 6 towards the platform. This one pivots until the arrival of its end on the quay. This end continuing its movement in advance on the platform is taken up by carrying means for example the trains 64 and 65 motorized rollers or not which drive the railway structure into an oblique presentation of loading / unloading with respect to the longitudinal direction of paddle. The movement is stopped by any means adapted for example by coincidence with a marker and the assembly is wedged. The actual loading / unloading can take place.
  • the load or the new road load is present at the entrance opening of the load-bearing structure brought by its carrier or his tractor or his skidder.
  • the whole accesses the inside of the supporting structure and stops at the right place.
  • the tractor or carrier leaves the supporting structure on the opposite side of the entrance and controls the pivoting movements in pivoting back until the carrier structure is aligned with the direction of the car.
  • the lowering is controlled.
  • the rigid connection assembly is performed as well as the locking with the end platforms which are unchanged in position and in presentation with respect to those they occupied at the beginning of operation, and this thanks to the means of retaining or through the longitudinal mechanical connection junction 23.
  • the lifting means retract in their rest position, the platforms are optionally released from their holding in position by the devices on the ground if they exist, then we retract the centering used.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Loading Or Unloading Of Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Handcart (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Intermediate Stations On Conveyors (AREA)
  • Replacement Of Web Rolls (AREA)
  • Lining And Supports For Tunnels (AREA)
  • Conveying And Assembling Of Building Elements In Situ (AREA)

Claims (26)

  1. System für den Schienen-/Straßentransport mit wenigstens einem Schienenbahnhof, welcher aus wenigstens einem Gleis (60) und wenigstens einem Bahnsteig (61) oder (62) zur Be-/Entladung gebildet ist, der eine Folge von Be-/Entladestellen (63) aufweist, wobei das System Waggons (1) zur Schrägbeladung/-entladung umfasst, welche jeweils von einer Eisenbahn-Tragstruktur (6) für eine Straßenlast gebildet sind, die in Bezug auf die Richtung des Waggons schwenkbar montiert und von zwei endständigen Plattformen (2) und (3), welche jeweils von wenigstens einem Eisenbahn-Drehgestell oder einer Achse (4) oder (5) getragen sind, durch wenigstens eine zusammengesetzte lösbare Verbindung mit wenigstens einer der beiden endständigen Plattformen (2) und (3) getragen sind, wobei jeder Waggon einerseits ein Schwenkzentrum der Eisenbahn-Tragstruktur (6) für die Straßenlast und andererseits zusammengesetzte lösbare Verbindungen aufweist, welche im zusammengesetzten zustand starr und durch diejenigen der Eisenbahn-Tragstruktur, welche eine Einheit mit den endständigen Plattformen (2) und (3) bildet, verriegelbar sind, dadurch gekennzeichnet, dass jede Be-/Entladestelle einerseits mit wenigstens einer komplementären zentriereinrichtung des Zuges oder der Waggons (1) und andererseits am Boden und auf dem Niveau einer jeden Stelle zur Be-/Entladung mit wenigstens einem Hubmittel der Eisenbahn-Tragstruktur (6) sowie mit wenigstens einem schwenkbaren Antriebsmittel derselben ausgestattet ist, wodurch es möglich ist, sie über wenigstens eines ihrer Enden (2) oder (3) nach Entriegelung ihrer starren zusammengesetzten lösbaren Verbindung mit wenigstens dieser endständigen Plattform (2) oder (3) anzuheben und sie über den Bahnsteig (61) oder (62) verschwenken zu lassen, und dass der Bahnsteig zum Zwecke einer Unterstützung der Enden dieser Tragstruktur (6) in einer in Bezug auf die Längsrichtung der Waggons (1) schrägen Be/Entladeposition sowie zum Zwecke eines Verschwenkenlassens derselben in die andere Richtung bis zum Schließen des Waggons (1) Mittel zum Aufgreifen und Aufnehmen aufweist, dass die endständigen Plattformen (2) und (3) während des Manövrierens durch ein Mittel zum Zurückhalten in Längsrichtung und in Aufstellung vor dem Lösen in Form einer nicht tragenden, mechanischen Verbindung auf einem konstanten Abstand zueinander gehalten sind, und dass die starren zusammengesetzten lösbaren Verbindungen zwischen einem jeden Ende der Eisenbahn-Tragstruktur (6) und den entsprechenden endständigen Plattformen (2) oder (3) von Verbindungen gebildet sind, welche von sämtlichen Zug- und Rollbelastungen sowie von den mit den transportierten Frachten verbundenen Belastungen passiert werden, wobei all dies in einer solchen Weise vorgesehen ist, dass die Einheit mit sämtlichen motorischen Mitteln, welche für die Be-/Entladevorgänge vorgesehen ist, außerhalb des Waggons (1) angeordnet und in energetischer Hinsicht von diesem unabhängig ist.
  2. Transportsystem nach Anspruch 1, dadurch gekennzeichnet, dass das Schwenkzentrum zentral (28) angeordnet ist.
  3. Transportsystem nach Anspruch 1, dadurch gekennzeichnet, dass das Schwenkzentrum von einem endseitigen (26) Schwenkzentrum gebildet ist, welches am Ende auf einer endständigen Plattform (2) oder (3) angeordnet ist.
  4. Transportsystem nach Anspruch 1, dadurch gekennzeichnet, dass das Schwenkzentrum zwischen der zentralen Position und der endseitigen Position versetzt angeordnet ist.
  5. Transportsystem nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass das Schwenkzentrum durch Zusammenwirken des Zentriermittels mit dem Element des Waggons gebildet ist, auf welches das Zentriermittel Druck ausübt.
  6. Transportsystem nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass das Hubmittel und das schwenkbare Antriebsmittel der Eisenbahn-Tragstruktur (6) von zwei verschiedenen Mitteln gebildet sind, die in einer gemeinsamen funktionellen Einheit zusammengefügt sind, welche an dem Boden auf dem Niveau wenigstens eines der Enden der Eisenbahn-Tragstruktur befestigt ist, wenn sich der Waggon (1) an einer Be-/Entladestelle(63) in Position befindet.
  7. Transportsystem nach einem der Ansprüche 1 bis 5, dadurch gekennzeichnet, dass das Hubmittel und das schwenkbare Antriebsmittel der Eisenbahn-Tragstruktur (6) von zwei kombinierten Mitteln in einer gemeinsamen funktionellen Einheit gebildet sind, welche an dem Boden befestigt oder beweglich und an dem Boden auf dem Niveau wenigstens eines der Enden (2) oder (3) der Eisenbahn-Tragstruktur (6) festgelegt ist, wenn sich der Waggon (1) an einer Be-/Entladestelle(63) in Position befindet.
  8. Transportsystem nach Anspruch 6 oder 7, dadurch gekennzeichnet, dass das Hubmittel mit Hubspindeln oder -zylindern (82) und (83) und das schwenkbare Antriebsmittel mit motorisierten Rollen (76) und (77) ausgestattet sind.
  9. Transportsystem nach Anspruch 9, dadurch gekennzeichnet, dass die Hubspindeln oder -zylinder (82) und (83) mit einem schwenkbaren Träger (70) verbunden sind, welcher die motorisierten Rollen (76) und (77) trägt.
  10. Transportsystem nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die endständigen Plattformen (2) und (3) während sämtlicher Öffnungsphasen des Waggons durch an dem Boden befindliche Mittel zum Zurückhalten festgelegt sind.
  11. Transportsystem nach einem der vorangehenden Ansprüche 1 bis 7, dadurch gekennzeichnet, dass die nicht tragende Verbindung der endständigen Plattformen (2) und (3) von einer doppelten mechanischen Verbindung gebildet ist.
  12. Transportsystem nach dem vorangehenden Anspruch, dadurch gekennzeichnet, dass die endständigen Plattformen (2) und (3) im unteren Bereich durch eine sich in Längsrichtung erstreckende, starre mechanische Verbindung (23) miteinander verbunden sind, von welcher jeweils ein Ende an dem entsprechenden Ende der entsprechenden endständigen Plattform (2) oder (3) befestigt oder angelenkt ist.
  13. Transportsystem nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass wenigstens eine der endständigen Plattformen (2) oder (3) an der Innenseite eine abfallende Stirnwand aufweist, an deren Enden die Aufnahmestrukturen (16) der starren Verbindung von diesen vorstehend angepasst sind.
  14. Transportsystem nach dem vorangehenden Anspruch und nach den Ansprüchen 9 und 10, dadurch gekennzeichnet, dass das untere Ende der abfallenden Stirnwand wenigstens einer endständigen Plattform (2) oder (3) mit einer Aufnahmestruktur zusammenwirkt, welche auf dem schwenkbaren Träger vorhanden ist, welcher die motorisierten Rollen (76) und (77) des schwenkbaren Antriebsmittels trägt.
  15. Transportsystem nach Anspruch 1, dadurch gekennzeichnet, dass die auf dem Niveau des Bahnsteigs oder der Bahnsteige (61) und (62) vorgesehenen Mittel zum Aufnehmen von Trag-/Rollmitteln zum Fortsetzen der Schwenkbewegung der Tragstruktur (6) gebildet sind.
  16. Transportsystem nach dem vorangehenden Anspruch, dadurch gekennzeichnet, dass die Trag-/Rollmittel von motorisierten Rollen (66) gebildet sind.
  17. Transportsystem nach Anspruch 1, dadurch gekennzeichnet, dass das Zentriermittel für den gesamten Zug dasselbe oder an einer begrenzten Anzahl der Be-/Entladestellen (63) der Waggons vorhanden ist.
  18. Transportsystem nach Anspruch 1, dadurch gekennzeichnet, dass das Zentriermittel an jeder Be-/Entladestelle vorhanden ist.
  19. Transportsystem nach Anspruch 17 oder 18, dadurch gekennzeichnet, dass das Zentriermittel von einer Einheit mit zwei schwenkbaren Armen (103) und (104) gebildet ist, welche jeweils auf einer Gleitfläche (109) und (110) entlang dem Gleis (60) montiert sind, wobei das Ende eines jeden Arms eine Eingriffsform (108) mit einem Zapfen (107) aufweist, welcher im zentralen Bereich der Unterseite des Waggons (1) vorhanden ist.
  20. Transportsystem nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, dass die Verbindungen zwischen der Eisenbahn-Tragstruktur (6) und wenigstens einer endständigen Plattform (2) oder (3) von starren zusammengesetzten lösbaren Verbindungen gebildet sind, welche es zwei Bestandteilen dieser Verbindungen ermöglichen, eine Einheit zu bilden und sich während des Transportes wie ein einziges Teil zu verhalten.
  21. Transportsystem nach dem vorangehenden Anspruch, dadurch gekennzeichnet, dass jede starre zusammengesetzte lösbare Verbindung von einer Kopplungseinheit mit Verriegelung der Enden der Eisenbahn-Tragstruktur mit komplementären Formen (16) an dem gegenüberliegenden Abschnitt der endständigen Plattform (2) oder (3) gebildet ist.
  22. Verfahren zum Be-/Entladen eines Waggons eines Eisenbahnzuges, welcher von einer Mehrzahl an Waggons (1) gebildet ist, die einen kombinierten Schienen-/Straßentransport an einer begrenzten Stelle entsprechend einer Be-/Entladestelle (63) ermöglichen, dadurch gekennzeichnet, dass der Zug derart festgestellt wird, dass sich jeder Waggon (1) oberhalb einer Be-/Entladestelle befindet, eine Zentrierung wenigstens eines Waggons in Bezug auf Einrichtungen am Boden durch wenigstens ein zentriermittel vorgenommen wird, die endständigen Plattformen (2) und (3) in ihrer anfänglichen Position an dieser Stelle festgelegt werden, die zusammengesetzten lösbaren Verbindungen entriegelt werden, das Hubmittel betätigt wird, wenigstens ein Ende der Eisenbahn-Tragstruktur (6) auf ein geringfügig oberhalb des für ihre Bewegungsfreisetzung in Bezug auf Schwenkbewegungen zwingend erforderlichen Niveaus angeordnetes Niveau angehoben wird, die Schwenkmittel betätigt werden, und dass das Verschwenken der Eisenbahn-Tragstruktur (6) bis zur Aufnahme durch Mittel zum Aufgreifen, welche sich auf dem oder den an das Gleis (60) angrenzenden Bahnsteig(en) (61) und/oder (62) befinden, fortgesetzt wird, und dass das Verschwenken beendet wird, wenn die Winkelabweichung der Tragstruktur (6) für einen direkten Zugang zu der Straßenlast von dem Bahnsteig her ausreichend ist, die Straßenlast der Eisenbahn-Tragstruktur durch äußere Mittel oder durch ihre geeigneten Mittel zugänglich gemacht oder entnommen wird, die schwenkbaren Antriebsmittel betätigt werden, bis sich die Tragstruktur in ihre zusammengefügte Position ausgerichtet befindet, die Hubmittel betätigt werden, um die Tragstruktur abzusenken, deren endseitigen Arme aufgrund des Inpositionhaltens derselben durch die nicht tragende, mechanische Verbindung, welche zwischen diesen vorhanden ist, genau an den Eintritt der Aufnahmestrukturen überführt werden, die Tragstruktur (6) weiter abgesenkt wird, um die Enden ihrer Arme mit den Aufnahmestrukturen in Eingriff zu bringen, die starren zusammengesetzten lösbaren Verbindungen verriegelt werden, die Hub- und Senkmittel entfernt werden, die Plattformen von ihrem Inpositionhalten befreit und die Zentriermittel eingezogen werden.
  23. Verfahren nach dem vorangehenden Anspruch, dadurch gekennzeichnet, dass die Waggons (1) durch wenigstens eine ihrer endständigen Plattformen (2) oder (3) festgestellt werden.
  24. Verfahren nach Anspruch 22 oder 23, dadurch gekennzeichnet, dass die beiden endständigen Plattformen durch eine mechanische Verbindung (23) mechanisch festgelegt werden.
  25. Verfahren nach dem vorangehenden Anspruch, dadurch gekennzeichnet, dass die mechanische Verbindung (23) zwischen den endständigen Plattformen (2) und (3) aus ihrer sich in Längsrichtung erstreckenden Aufnahme (9) außer Eingriff gebracht wird, um die Schwenkbewegung der Tragstruktur (6) zu ermöglichen, und dass sie am Ende der Schwenkbewegung zurück mit ihrer Aufnahme (9) in Eingriff gebracht wird.
  26. Verfahren nach einem der vorangehenden Ansprüche 22 bis 25, dadurch gekennzeichnet, dass das Zusammenwirken des Zentriermittels des Waggons mit dem zur Zentrierung gehaltenen Element des Waggons verwendet wird, um vorübergehend ein Schwenkzentrum zu bilden, welches zum Verschwenken der Eisenbahn-Tragstruktur verwendet wird.
EP01947544A 2000-06-23 2001-06-20 Transport- und scrägverladesystem für waggons in einem bahnhof für den kombinierten schienen-/strassen- transport und zugehöriges verfahren Expired - Lifetime EP1292476B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0008099 2000-06-23
FR0008099A FR2810612B1 (fr) 2000-06-23 2000-06-23 Systeme de transport et de chargement/dechargement des wagons en oblique dans une gare ferroviaire de transport combine rail/route et son procede de mise en oeuvre
PCT/FR2001/001930 WO2001098127A1 (fr) 2000-06-23 2001-06-20 Systeme de transport et de chargement/dechargement des wagons en oblique dans une gare ferroviaire de transport combine rail/route et son procede de mise en oeuvre

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EP1292476B1 true EP1292476B1 (de) 2007-08-15

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DE (1) DE60129958T2 (de)
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FR (1) FR2810612B1 (de)
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CN113049271B (zh) * 2021-04-07 2022-04-12 中车齐齐哈尔车辆有限公司 用于驮背运输车性能验证的地面装置
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Publication number Publication date
FR2810612A1 (fr) 2001-12-28
KR20030018003A (ko) 2003-03-04
HU228724B1 (en) 2013-05-28
DE60129958D1 (de) 2007-09-27
DE60129958T2 (de) 2008-05-15
CN1443129A (zh) 2003-09-17
PT1292476E (pt) 2007-12-03
JP2004501027A (ja) 2004-01-15
CN1326733C (zh) 2007-07-18
AU2001269205A1 (en) 2002-01-02
KR100797200B1 (ko) 2008-01-23
PL202073B1 (pl) 2009-05-29
EP1292476A1 (de) 2003-03-19
WO2001098127A1 (fr) 2001-12-27
HUP0301312A2 (en) 2003-08-28
RU2273578C2 (ru) 2006-04-10
ATE370042T1 (de) 2007-09-15
FR2810612B1 (fr) 2002-10-04
ES2295178T3 (es) 2008-04-16
PL359188A1 (en) 2004-08-23
CZ304968B6 (cs) 2015-02-18
RO121015B1 (ro) 2006-11-30
CZ20024172A3 (cs) 2003-09-17

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