EP1321342B1 - Wagon et méthode pour le transport de semi-remorques - Google Patents

Wagon et méthode pour le transport de semi-remorques Download PDF

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Publication number
EP1321342B1
EP1321342B1 EP01129395A EP01129395A EP1321342B1 EP 1321342 B1 EP1321342 B1 EP 1321342B1 EP 01129395 A EP01129395 A EP 01129395A EP 01129395 A EP01129395 A EP 01129395A EP 1321342 B1 EP1321342 B1 EP 1321342B1
Authority
EP
European Patent Office
Prior art keywords
railway freight
freight wagon
semi
trailer
trestle
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
EP01129395A
Other languages
German (de)
English (en)
Other versions
EP1321342A1 (fr
Inventor
Hans Schall
Hans-Peter Rheindorf
Hans Tandetzki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ferriere Cattaneo SA
Original Assignee
Ferriere Cattaneo SA
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Ferriere Cattaneo SA filed Critical Ferriere Cattaneo SA
Priority to EP01129395A priority Critical patent/EP1321342B1/fr
Priority to DE50115669T priority patent/DE50115669D1/de
Priority to AT01129395T priority patent/ATE485205T1/de
Priority to PCT/IB2002/005431 priority patent/WO2003051698A1/fr
Priority to AU2002353348A priority patent/AU2002353348A1/en
Publication of EP1321342A1 publication Critical patent/EP1321342A1/fr
Application granted granted Critical
Publication of EP1321342B1 publication Critical patent/EP1321342B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D45/00—Means or devices for securing or supporting the cargo, including protection against shocks
    • B61D45/008—Shock absorbing devices
    • 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
    • B61D45/00—Means or devices for securing or supporting the cargo, including protection against shocks
    • B61D45/001—Devices for fixing to walls or floors
    • B61D45/004—Fixing semi-trailers
    • B61D45/005—Fixing semi-trailers by using fifth wheel locks

Definitions

  • the present invention relates to a railway freight wagon for the transport of semi-trailers and a method for transporting semitrailers on rail freight cars according to the preambles of the independent claims.
  • Out FR 92 411 E is a railway freight wagon for the transport of semitrailers known in which the saddle of the trailer is attached to the support on a support bridge and supported on this.
  • the bridge is displaceable in the longitudinal direction of the railway goods wagon against a spring force to prevent overstressing of the kingpin of the semitrailer during transport operation as possible, the spring elements can move back the hump and the trailer attached to it automatically after a shift back to the starting position.
  • This rail freight car does not have the disadvantages of the aforementioned prior art, but carries a safety risk because the semitrailer is held exclusively on kingpins and after transport is not readily ascertained whether the kingpins was exposed to impermissible stresses during transport or not.
  • Object of the present invention is therefore a railway freight wagon for the transport of semitrailers and to provide a method of transporting semitrailers with railway freight wagons which do not have or at least partially avoid the disadvantages of the prior art.
  • the railroad freight wagon for transporting semitrailers has a footprint which is intended to receive the wheels of the semitrailer, and a support bracket, which is provided for supporting the semitrailer of the semitrailer in the vertical direction during transport.
  • the trestle is secured to the rail freight wagon in such a manner that under normal operating conditions it is capable of removing any semitrailer intended for transport on this rail freight wagon, i. Even the heaviest intended for transport semi-trailer, without the help of Radvorlegern or other horizontal fasteners horizontally in and / or contrary to the intended direction of travel on his kingpin at the predetermined location on the railway freight wagons.
  • the normal driving operation, the coupling and uncoupling and the normal shunting understood, including the emergence of the rail freight car at a speed of 7 km / h on a bollard or another railway car.
  • the attachment of the support bracket on the rest of the rail freight cars is designed such that the support bracket is directed at a certain permissible, exerted by the semitrailer or its kingpins on this tensile and / or thrust, which is directed horizontally in or against the intended direction of travel , horizontally in the direction of this tensile or thrust against the rail freight cars and thus can move relative to the footprint without losing its vertical support function.
  • This displacement may be temporary or permanent, either causing only a reduction in the load on the kingpin or, in the case of a permanent displacement, additionally indicating that an abnormal load has occurred during transport.
  • the permissible tensile and / or thrust force beyond which a displacement of the support block takes place, such that it is equal to or less than the thrust generated by the heaviest with the railway freight wagon to be transported semi-trailer, when in the intended direction of travel delayed with 0.6 g, preferably 0.8 g.
  • this force can be calculated as the product of the total weight of the semitrailer and the acceleration value, so that, for example, for a semitrailer with 38 t total weight with a delay of 0.8 g, a permissible tensile and / or shear force of almost 300 kN results. Since the kingpins of the semitrailer such tensile and shear stresses even with a corresponding number of load cycles must survive without damage, this value represents a reasonable upper limit for the permissible tensile and / or shear forces.
  • the support bracket is attached to the rest of the railway freight car in such a way that it in and / or contrary to the intended direction of travel by guide means, such as. Slide rails, guided in the horizontal direction, but by means of preferably exchangeable support means, such as. biased coil springs or crash elements, is prevented under normal operating conditions from such a shift and is therefore fixed under these normal operating conditions compared to the rest of the rail freight car and its footprint.
  • the support means are dimensioned such that they temporarily or permanently give in excess of the permissible tensile and / or shear force on the support block and thus allow guided by the guide means displacement of the support block under limitation or reduction of the occurring tensile and / or shear forces.
  • the support means comprise damping elements, preferably hydraulic dampers, e.g. hydraulic telescopic shock absorbers, friction dampers, e.g. Shear friction dampers, damping elements acting through deformation, or combinations thereof, e.g. Crash elements.
  • damping elements preferably hydraulic dampers, e.g. hydraulic telescopic shock absorbers, friction dampers, e.g. Shear friction dampers, damping elements acting through deformation, or combinations thereof, e.g. Crash elements.
  • the released energy can at least partially consume and limit any restoring reactions.
  • the damping elements are irreversibly changed in the exercise of their damping function when moving the support block, preferably plastically deformed, so that the state of the same can be used after the transport as a criterion for whether the kingpin has experienced unacceptable stresses during transport. If that is the case, a specific examination or exchange can be made.
  • the support means are formed exclusively by crash elements, preferably in such a way that viewed in the direction of travel, a crash element is arranged in front of and behind the support frame. This results in a particularly simple and inexpensive construction.
  • the support frame is designed such that its Aufsattel basically on the footprint for the wheels of the semitrailer to be transported is adjustable, preferably in stages.
  • this embarksattel altar can be varied at least between two of the following, typical in Europe saddle heights for semitrailers: 1130mm, 980 mm, 850 mm.
  • Railway goods wagons of this type according to the invention can transport virtually all semi-trailers known in Europe without additional adapter elements.
  • the rail freight wagon has end buffers dimensioned such that the rail freight wagon, when loaded with its half maximum payload at a casserole at a speed of 7 km / h on a bumper, has a maximum deceleration of less than 1g, preferably less than 0.8g experiences.
  • this is designed as a low-floor car with a riot height of its footprint over rail top of less than 400 mm, preferably smaller than 350 mm, which can also be transported large volume jumbo semi-trailer in compliance with the specified clearance profiles.
  • the rail freight wagon is designed as a pocket wagon, the result is particularly stable constructions, since the side walls projecting beyond the footprint significantly contribute to the rigidity of the freight wagon.
  • the railway freight wagon is also preferable to design the railway freight wagon as a double wagon, preferably as a double articulated wagon, wherein it is advantageously equipped with three bogies.
  • Such a construction allows the assembly of railway car compositions with a large transport capacity and a small train length at the same time.
  • this is designed such that at least two such freight cars can be put together to a railway car composition, which forms a longitudinally with the wheels of the semitrailer to be transported with her and traversable from the front side surface.
  • a second aspect of the invention relates to a method for transporting semitrailers on rail freight cars, which is arranged without tractor on the rail freight car.
  • the semi-trailer is connected during transport in the horizontal direction with his kingpin with the rail freight cars, so that the occurring during transport between the semitrailer and the railway freight car horizontally directed tensile and / or shear forces are transmitted substantially via the kingpin on the semitrailer.
  • the loading and unloading of all current semitrailers on railway freight cars can be accomplished in a particularly cost and time-saving manner and also automate if necessary.
  • the kingpin is attached to a provided by the railway freight wagon support and this support bracket held in such a way on the railway wagon that he is exercised together with the semitrailer when exceeding a certain, to be transported by the semitrailer or its kingpin horizontally in the intended direction of travel on the support bracket Wegzug. and / or thrust temporarily or permanently in the horizontal direction shifts the rail freight car.
  • the stress on the kingpin can be reduced and, within certain limits, an unacceptable stress of the same can be prevented.
  • a permanent shift can serve as an indicator of unacceptable stress.
  • the trestle is held on the railway wagon in such a way that it begins to shift at a horizontal tensile and / or shear force of 260 kN, preferably 300 kN, since a larger number of load changes with greater than these forces lead to damage of the kingpin could.
  • the support bracket with guide horizontally in and / or contrary to the intended direction of travel slidably mounted on the railway wagon and secured by support means against displacement along the guide means under normal operating conditions the support means are designed such that they exceed the allowable train - and / or give push force and thereby allow a displacement of the support block along the guide means.
  • the rail freight wagon is equipped with end buffers which determine the maximum deceleration of the rail freight wagon when loaded with its half maximum payload and with a casserole with 7 km / h on an impact block in the horizontal direction, to a value of 1g, preferably limit 0.8g.
  • FIGS. 1 and 2 show the front half of a low-floor articulated double carriage with a total of three biaxial bogies in the side view, once with ( Fig. 2 ) and once without ( Fig. 1 ) a semitrailer 3 as intended arranged on it.
  • the Switzerlandsattelbolzen the semitrailer 3 is positively connected in the horizontal direction with the support frame 2 and represents the only connection in the horizontal direction between the semitrailer 3 and the articulated double carriage, so that all forces occurring in the horizontal direction between semitrailer 3 and articulated double carriage forces exclusively be transmitted via the support bracket 2 and the kingpin.
  • the usual in the prior art Radvorleger are not present.
  • the support frame 2 is structurally designed such and attached to the articulated double carriage, that he under normal operating conditions between the semitrailer 3 and the articulated double car horizontally in and against the direction of F acting tensile and shear forces safely can transfer the kingpins of the semitrailer 3, without causing a change in position of the semitrailer on the articulated double car.
  • FIG. 3 shows which a vertical section in the longitudinal direction through the support frame. 2 and by its attachment to the articulated double carriage, the scissors mechanism of the support frame 2 is supported by a base plate 7, which would be guided guided by guide means 4, which are designed as guide rails 4 in and against the intended direction of travel F, if this sliding movement is not through depending seen in the direction of travel F arranged before and after the support frame 2 support means 5, which consists of a single crash element 5, would be prevented.
  • Such crash elements are commercially available, for example from Schwab consortiumtechnik AG, Schaffhausen, Switzerland.
  • the crash elements 5 are interchangeable and free of play installed in the direction of travel F, so that the support frame 2 is firmly connected in the illustrated situation in all directions with the rest of the joint double carriage.
  • the crash elements 5 are dimensioned in the present case such that upon the occurrence of horizontal tensile or shear forces on the support frame 2 of more than 260 kN each acted upon with compressive force crash element 5 of the base plate 7 with the support block 2 thereon, which moves along the guide rails 4, is pushed together.
  • This value of 260 kN corresponds approximately to a deceleration of a semitrailer weighing 38 t with 0.7 g.
  • Fig. 4 shows a longitudinal section through one of the crash elements 5, this pushes the inner tube 8 of the crash element 5 an expansion sleeve 9 in the outer tube 10 of the crash element 5, with the same widening plastic.
  • the energy occurring during the displacement is converted into frictional and deformation energy and thereby consumed, but the crash element 5 is destroyed and must be replaced.
  • crash elements 5 are at least partially pushed together when exceeding the permissible tensile or thrust, they can also serve to control proper operating conditions, such that is checked after each transport, whether one of the crash elements. 5 partially pushed together or not. In the latter case, it may be assumed that no abnormal operating conditions with overstressing of the kingpin of the transported semitrailer 3 occurred during the last transport.

Claims (16)

  1. Wagon de marchandises pour le transport de semi-remorques (3), comprenant une surface (1) pour mettre les roues du semi-remorque (3) et un tréteau (2) pour soutenir la selle de traction du semi-remorque (3), le tréteau (2) étant conformé par construction et fixé au wagon de marchandises, de façon à ce que les forces de traction et/ou de poussée, dirigées horizontalement et agissant pendant le transport dans des conditions de fonctionnement normal entre le semi-remorque (3) et le wagon de marchandises, puissent être transmises dans leur ensemble par le tréteau (2) au tourillon de la selle de traction du semi-remorque (3) et dans lequel le tréteau (2) est fixé au wagon de marchandises de manière à ce qu'il puisse, en cas de dépassement d'une certaine force de traction et/ou de poussée admissible, appliquée par le tourillon de la selle de traction du semi-remorque (3) à transporter à celui-ci horizontalement dans le sens (F) de la marche ou dans le sens contraire suivant la destination, se déplacer, de manière permanente ou transitoire, horizontalement dans la direction de la force de traction et/ou de poussée, par rapport à la surface sur laquelle on met les roues pour diminuer la sollicitation du tourillon de la selle de traction et/ou pour en indiquer une sollicitation inadmissible, et dans lequel le tréteau est, par des moyens de guidage, monté coulissant sur le wagon de marchandises dans le sens (F) de la marche et/ou dans le sens contraire suivant la destination et est empêché, par des moyens (5) d'appui, de se déplacer le long des moyens (4) de guidage dans les conditions normales de fonctionnement, les moyens (5) d'appui étant conçus de manière à céder lorsque la force admissible de traction et/ou de poussée est dépassée et à permettre ainsi un déplacement du tréteau (2) le long des moyens (4) de guidage, caractérisé en ce que les moyens (5) d'appui comprennent des éléments d'amortissement et les éléments d'amortissement sont conformés de manière à se modifier de façon irréversible lorsqu'ils exercent leur fonction d'amortissement.
  2. Wagon de marchandises suivant la revendication 1, caractérisé en ce que la force admissible de traction et/ou de poussée est inférieure ou égale à la force de poussée que produit un semi-remorque (3) très lourd à transporter par le wagon de marchandises, lorsqu'il est ralenti à 0,6g, notamment à 0,8g, dans le sens (F) de la marche suivant la destination.
  3. Wagon de marchandises suivant l'une des revendications précédentes, caractérisé en ce que les moyens (5) d'appui comprennent des ressorts, notamment des ressorts spirals mis sous tension préalable.
  4. Wagon de marchandises suivant l'une des revendications précédentes, caractérisé en ce que les moyens d'appui comprennent, comme éléments d'amortissement, des amortisseurs hydrauliques, des amortisseurs par friction, des éléments d'amortissement agissant par déformation et/ou leurs combinaisons.
  5. Wagon de marchandises suivant la revendication 4, caractérisé en ce que les éléments d'amortissement sont déformés plastiquement lorsqu'ils exercent leur fonction d'amortissement.
  6. Wagon de marchandises suivant la revendication 5, caractérisé en ce que les éléments d'amortissement sont des éléments (5) crash qui, lorsqu'ils exercent leur fonction d'amortissement, provoquent un amortissement à la fois par friction et par déformation plastique.
  7. Wagon de marchandises suivant la revendication 6, caractérisé en ce que les moyens (5) d'appui sont formés exclusivement d'éléments (5) crash et notamment en ce que respectivement exactement un élément (5) crash est disposé devant et derrière le tréteau (2) considéré dans le sens (F) de marche.
  8. Wagon de marchandises suivant l'une des revendications précédentes, caractérisé en ce que la hauteur d'accouplement du tréteau (2) au dessus de la surface (1) pour les roues est réglable, en étant notamment réglable en plusieurs échelons et notamment en ce que la hauteur d'accouplement est réglable pas à pas à 1130 mm, 980 mm et/ou 850 mm au dessus de la surface (1) pour les roues.
  9. Wagon de marchandises suivant l'une des revendications précédentes, caractérisé en ce que le wagon de marchandises est équipé de tampons (6) qui limitent le ralentissement maximum du wagon de marchandises chargé à la demi-charge utile maximum lors d'un choc à une vitesse de 7 km/h sur un heurtoir à une valeur inférieure à 1g, notamment inférieure à 0,8g.
  10. Wagon de marchandises suivant l'une des revendications précédentes, caractérisé en ce que le wagon de marchandises est constitué sous la forme d'un wagon à plate-forme surbaissée de manière à ce que la hauteur de la surface pour les roues du semi-remorque (3) au dessus du bord supérieur des rails soit plus petite que 400 mm, notamment plus petite que 350 mm.
  11. Wagon de marchandises suivant l'une des revendications précédentes, caractérisé en ce que le wagon de marchandises est constitué sous la forme d'un wagon kangourou.
  12. Wagon de marchandises suivant l'une des revendications précédentes, caractérisé en ce que le wagon de chemin de fer est constitué sous la forme d'un wagon double, notamment d'un wagon double articulé et notamment en ce que celui-ci est équipé de trois bogies.
  13. Wagon de marchandises suivant l'une des revendications précédentes, caractérisé en ce que le wagon de marchandises est tel qu'une composition de wagons formée de plusieurs wagons de marchandises de ce genre a une surface sur laquelle peuvent passer dans la direction longitudinale les roues des semi-remorques (3) à transporter et à laquelle il peut être accédé par le côté frontal.
  14. Procédé de transport de semi-remorques (3) sur des wagons de marchandises, dans lequel le semi-remorque est disposé sans machine de traction sur le wagon de marchandises, le semi-remorque (3) étant, pour la transmission sensiblement complète des forces de traction et/ou de poussée dirigées horizontalement et agissant entre le semi-remorque (3) et le wagon de marchandises, relié par son tourillon de selle de traction au wagon de marchandises, le tourillon de selle de traction étant fixé à un tréteau (2) du wagon de marchandises et le tréteau (2) étant, ensemble avec le semi-remorque (3), en cas de dépassement d'une certaine force de traction et/ou de poussée appliquée par le semi-remorque (3) à transporter, horizontalement dans le sens (F) de marche suivant la destination au tréteau (2), déplacé transitoirement ou d'une manière permanente dans la direction horizontale par rapport au wagon de marchandises pour diminuer la sollicitation auquel est soumis le tourillon de selle de traction et/ou pour en indiquer une sollicitation inadmissible, le tréteau (2) étant monté par des moyens (4) de guidage coulissants sur le wagon de marchandises horizontalement dans le sens (F) de la marche ou dans le sens contraire au sens de la marche suivant la destination et étant empêché par des moyens (5) d'appui de se déplacer le long des moyens (4) de guidage dans des conditions de fonctionnement normales, les moyens (5) d'appui étant conçus pour céder lorsque la force de traction et/ou de poussée admissible est dépassée et rendre ainsi possible un déplacement du tréteau (2) le long des moyens (4) de guidage caractérisé en ce que l'on utilise des moyens (5) d'appui qui comprennent des éléments d'amortissement qui, lorsqu'ils exercent leur fonction d'amortissement, se modifient d'une manière irréversible.
  15. Procédé suivant la revendication 14, caractérisé en ce que ce déplacement s'effectue lorsqu'une force horizontale de traction ou de poussée de 260 kN, notamment de 300 kN, est dépassée.
  16. Procédé suivant l'une des revendications 14 ou 15, caractérisé en ce que le wagon de chemin de fer est équipé de tampons (6) qui limitent le ralentissement maximum du wagon de marchandises chargé à la demi-charge utile maximum, lors d'un choc à une vitesse de 7 km/h sur un heurtoir à une valeur inférieure à 1g, notamment inférieure à 0,8g.
EP01129395A 2001-12-18 2001-12-18 Wagon et méthode pour le transport de semi-remorques Expired - Lifetime EP1321342B1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP01129395A EP1321342B1 (fr) 2001-12-18 2001-12-18 Wagon et méthode pour le transport de semi-remorques
DE50115669T DE50115669D1 (de) 2001-12-18 2001-12-18 Eisenbahngüterwagen und Verfahren zum Transport von Sattelanhängern
AT01129395T ATE485205T1 (de) 2001-12-18 2001-12-18 Eisenbahngüterwagen und verfahren zum transport von sattelanhängern
PCT/IB2002/005431 WO2003051698A1 (fr) 2001-12-18 2002-12-17 Wagon a marchandises destine au transport de semi-remorques
AU2002353348A AU2002353348A1 (en) 2001-12-18 2002-12-17 Railway wagon for transporting semi-trailers

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP01129395A EP1321342B1 (fr) 2001-12-18 2001-12-18 Wagon et méthode pour le transport de semi-remorques

Publications (2)

Publication Number Publication Date
EP1321342A1 EP1321342A1 (fr) 2003-06-25
EP1321342B1 true EP1321342B1 (fr) 2010-10-20

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP01129395A Expired - Lifetime EP1321342B1 (fr) 2001-12-18 2001-12-18 Wagon et méthode pour le transport de semi-remorques

Country Status (5)

Country Link
EP (1) EP1321342B1 (fr)
AT (1) ATE485205T1 (fr)
AU (1) AU2002353348A1 (fr)
DE (1) DE50115669D1 (fr)
WO (1) WO2003051698A1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3181480A (en) * 1959-03-09 1965-05-04 Pullman Inc Long travel cushioned fifth wheel stand
NL125516C (fr) * 1963-07-10
FR1474173A (fr) * 1966-02-10 1967-03-24 Cimt Comp Ind Mat Transport Support de réception et d'amarrage, réglable et amorti, de cheville ouvrière d'une semi-remorque routière ou charge analogue, transportée sur wagon ferroviaire
FR92411E (fr) * 1966-03-09 1968-11-08 Cie Ind De Materiel De Transpo Wagons transporteurs de semi-remorques routières, avec agencement de protection contre chocs

Also Published As

Publication number Publication date
DE50115669D1 (de) 2010-12-02
AU2002353348A1 (en) 2003-06-30
EP1321342A1 (fr) 2003-06-25
WO2003051698A1 (fr) 2003-06-26
ATE485205T1 (de) 2010-11-15

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