EP1757508B1

EP1757508B1 - Railway wagon for the transportation of bulk loads, especially road vehicles

Info

Publication number: EP1757508B1
Application number: EP05466019A
Authority: EP
Inventors: Grigorij Korsakov
Original assignee: Individual
Current assignee: Individual
Priority date: 2005-01-20
Filing date: 2005-11-28
Publication date: 2011-06-15
Anticipated expiration: 2025-11-28
Also published as: CZ200541A3; ATE512856T1; CZ296615B6; DK1757508T3; EP1757508A3; SI1757508T1; EP1757508A2

Abstract

Railway wagon for the transportation of bulk loads, especially road vehicles wherein it contains a flexurally and torsionally stiff platform (1) for the load transportation that is at least at one end connected to the wagon bogie (3) by means of at least one lever (2), the platform (1) and the levers (2) being movable approximately planarly between the transportation position and the load handling position and the lever (2) is connected to the platform (1) with not more than two rotary joints (4) or rotary-translating joints, located at the platform (1) end, if the joint is one it is located near the platform (1) end center and optionally able of uncoupling, if the joints are two they are located at the platform (1) end corners and able of uncoupling, the lever (2) second end being connected through at least one rotary or rotary-translating joint, permanent or able of uncoupling, to the wagon bogie (3) or another lever (2), platform (1) or other part connected with at least one axle of the wagon, the lever (2) length being constant or variable and the lever (2) and/or platform (1) is equipped with eyes (23) for the road vehicle connecting and/or with handles (34) and/or with mechanical or other turning means through which the lever (2) or platform (1) is connected to the bogie (3), lever (2), platform (1), wagon axle or connectable to the object outside of the wagon and that are driven manually or by an external resource.

Description

Field of the invention

The invention regards the design solution of a railway wagon for the transportation of bulk loads, especially road vehicles or road trains within the framework of the combined road-rail transport, and more particularly according to the preamble of independent claim 1.

Prior art

At present, the effort at transfer of at least part of road transport to the railway is limited by the loss of time and flexibility of such transport compared to the purely road transport. The loss of time arises during reloading of the road vehicles or road trains to the railway trains and from it. A great part of it is caused by waiting for the departure of special, only for this purpose prepared trains and by time-consuming loading and unloading of the road vehicles or road trains at these trains. The loss of flexibility is caused by the necessity to equip the combined transport terminals with loading and unloading special means like ramps, gantry cranes etc. These means are expensive and due to it only a few railway stations can be equipped with them and the combined transport is subsequently limited to these stations only. There are some attempts to break these limitations. The solution by the Lohr company according to the patent records FR 2 819 470 gives the possibility of simultaneous loading and unloading of all the train wagons or of each wagon separately, such a wagon can be connected to a common train, combined of various type wagons. This system uses a horizontally movable and flexurally stiff platform for load carrying. But the station still has to be equipped with a special device, the track for the turning of the wagon platform with load. The solution according to the patent records FR 2 828 457 has the same problem, i.e. the necessity of equipping the stations with special equipment, although not so expensive and complicated. As the main idea of this solution consists in vertical translation of load-carrying flexurally stiff platform only, loading and unloading being executed in the upper position, said equipment consists of elevated ramps, these ramps have to mate with the vehicle-carrying wagon or with simple platform wagon added to the train for loading and unloading. If not such simple wagon connected, the wagon for vehicle transportation must be long enough to make driving the vehicles onto wagon and from the wagon possible, the platform mass thus increasing. Another solution, according to the patent records DE 196 10 674 , uses wagons with horizontally movable and flexurally stiff platform for load carrying, the ends of platform being moved by means of transverse conveyers, but this solution is complicated and expensive, as well as the solution according to the patent records WO 96/37396 , where the flexurally stiff load platform is separable from bogies and movable laterally, the only technical means for platform moving that are described at this record is motor-driven chain with pins. The solution according to the patent records EP 0 900 707 and DE 199 11 445 is simple but loading and unloading is only possible at railway curves. This summary results in the requirements at the wagon for as flexible combined transport as possible. These are the possibility to connect such wagon in any train, without any demands or limitations to other wagons of the train, the possibility of loading and unloading of this wagon without any claims to the station equipment, simplicity and low price that enable as rapid spreading of these wagons as possible and their problemless handling even with only shortly trained workers. The wagon should also have large diameter wheels in order to reach high speeds at the future high-speed railways. The solutions closest to these aims are probably those according to the patent records EP 0 672 566 , which represents the closest prior art according to the characteristics of the preamble of independent claim 1, and DE 32 34 374 . They contain the separate wagon variant, are simple in their principles, but their versatility is insufficient. At one subvariant of the former there is one direction only of the flexurally and torsionally stiff load platform turning in approximately horizontal plane from the transportation position to the load handling position, which can cause problems with space at some stations, the platform turning propulsion is not solved, neither is the coupling constant distance keeping. At the latter, only one end of flexurally stiff platform for load transportation is free for loading or unloading performed by simple disconnecting of one end of the load-carrying platform from its bogie and the subsequent lateral motion of this end.

Summary of the invention

The compliance with the mentioned demands will be got at the wagon that contains a flexurally and torsionally stiff platform for the load transportation that is movable approximately at horizontal plane between the transportation position and the load handling position and is at at least one end, either at center or at both corners, connected to the wagon bogie or axle by means of at least one lever equipped with at least one rotary or rotary-translating joint at each end. The joints are optionally able of uncoupling. The wagon is further equipped with platform turning means driven manually or by an external resource.
Through the lever turning, manual or engine-driven, for the latter it is possible to use the road tractor prepared to take over the transported semitrailer or the transported vehicle, the wagon platform can be deviated, for the loading and unloading, at the horizontal plane from its running position. In such case the platform and/or lever need to be equipped with eyes for road tractor connection. Otherwise, handles or other turning means can be used for manual turning the platform, these being connected or connectable to bogie, lever, platform, wagon axle or to an object outside the wagon. If the levers are at platform both ends, they both can be deviated, either to the opposite sides, for loading and unloading of larger number of vehicles at several wagons simultaneously, or to the same side, for loading and unloading of the vehicle or road train through its straight drive. If the lever is at platform one end only, or if one of the levers is not used, only one platform end is deviated, this being useful e.g. in case there is some obstacle at the wagon other side that causes its application for loading and unloading impossible, e.g. another rail, wall etc., or in case that the design or space reasons do not give the possibility of both platform ends deviation at the same side.
If the joint able of uncoupling is the only one at the lever, or if both the joints from the pair are able of uncoupling, the platform can be fully separated at this end from the bogie and then turned as needed up to the position perpendicular to the rail and to use the rail-road crossings can be used for loading and unloading. Without the platform separation, only special versions of the wagon give the possibility of such turning.
Due to the necessity of putting the wagon parts back to the original position after the loading or unloading and of fixing the platform at the transportation position, it is suitable to equip the wagon with means for coupling constant distance keeping even during axial forces application to the wagon.
If the wagon shall not be equipped so, or the means are not in operation at the given time, a translation of wagon one end to the other can occur due to an impact during connecting of other wagon to the train, and thus cause the impossibility of the platform and lever or levers putting to the original position, i.e. to the impossibility of their locking at the transportation position without pulling of one end of the wagon by the locomotive.
The platform turning mechanism specially modified e.g. by linking of the lever turning to its length change can be used for this purpose. Another possibility is a rod with which the bogies are connected, This rod can be inside the platform transverse outline at the transportation position and movable downwards during load handling in order not to limit the platform motion. The other means are the rail brakes at each bogie or coupling, the lever turning locking means and/or locking of translation at a rotary and sliding joint or of the lever length change.
If the loading and unloading is performed at the same side of the train, it is suitable to have a possibility of both the platform ends deviation to the same side. But in such case the loaded platform center of gravity is outside of the stripe bordered with a pair of rails. To prevent the wagon from tilting over the rail closer to the platform, with subsequent supporting of the platform at the ground, without any further motion possibility, it is suitable to equip the platform and/or wagon bogies with at least one supporting leg, optionally with at least one traversing wheel. This shall be also useful at different arrangements of platforms during loading and unloading, at the phase when their center of gravity is outside of the rails. The supporting leg can be designed for supporting at the ground and/or at the rails. It is also useful, if the support unit is considered for the motion on the bumpy surface, to equip the bogies with tilting or pull-out stop pieces to prevent the wagon wheels sliding down from the rail during the wagon tilt.
Due to the railway limit profiles set in regulations, it is clear the platform shall be very close to the ground. Yet, for covering the height distance between the platform and, especially unfinished, surrounding ground, which can be unacceptable due to the transported vehicle design, it is suitable to equip the platform with at least one drive-on ramp.
The ramp could be made laterally opening in order to make vehicle drive-on easier. For tilting easing e.g. torsion bars are applicable at the tilting ramps fitting. If, of some reason, the wagon equipping with the ramps is refused, then it is possible to modify at least one of rotary or rotary-translating joints at the lever is also approximately vertically translatable and/or tiltable along an axis that is approximately horizontal and perpendicular to the platform longitudinal axis.
The whole platform is then tilting, through raising or lowering of one or both of its ends, and/or through mutual tilting of at least two sections of the wagon.
For easier manipulation with the transported vehicles, especially when the platform ends are deviated to the opposite sides, or when only one platform end is deviated, if there is not enough space for purely straight vehicle drive, it is suitable to equip the platform with auxiliary board pulling out from the platform approximately along the platform axis, turnable around approximately vertical axis.
The auxiliary board shall be useful especially when loading semitrailers. After rolling the wheels onto the auxiliary board these shall be locked, e.g. with stop pieces, and the tractor pushes the auxiliary board onto the platform, thus eliminating complicated and time-consuming tractor driving into the direction and position for the proper driving of the semitrailer onto the platform and tyre wear due to their sliding on the platform guiding elements when the semitrailer direction was not exactly correct. The vehicle driving onto the auxiliary board shall be even simpler and faster if the auxiliary board is equipped with ramp, best of all with a laterally opening one, in order to make vehicle drive-on easier.
The platforms that are stated above all for the semitrailer transport can be equipped with a movably fitted kingpin fifth wheel similar to the road tractor standard fifth wheel. The kingpin fifth wheel can be fitted at the platform separably, too, and be accomodated for fitting at the semitrailer road tractor. The semitrailer supporting at the axles and the kingpin gives the benefit of the platform bending moment reduction during running. Especially a combination of supporting at the kingpin and a suitable arrangement of supports for loading and unloading can give a significant reduction of bending moment peaks and thus of the platform mass, too. The kingpin can be positioned during loading and unloading with mechanical, hydraulic, pneumatic or electric means that are driven manually, from outer source or by a road vehicle.
Especially for the semitrailer transport, the wagon can be equipped with an auxiliary cart, optionally being equipped with the kingpin fifth wheel. The cart is transportable at the wagon and able of driving down from it and moving on the surrounding ground or at auxiliary ramps.
During the platform turning, i.e. during the semitrailer turning, too, the cart drives to its place, its motion relative to the wagon being predominantly lateral. This means there is necessary to enable its driving down from the wagon, probably through some tilting ramps, ground bumps compensation through its wheel vertical travel linking and preventing from leaving the wagon during the train run, best through mechanical locks. Ramps carried at the wagon could be used for enabling the cart motion at the unfinished ground. The cart purpose is to carry semitrailer supporting legs and/or the kingpin.
In case the semitrailer design gives this possibility, it is useful the wagon being separated at the axle transportation section and the section for transportation of the semitrailer support legs or the kingpin, this section being connected to the former with a flexurally stiff lever to prevent the latter from tilting during braking. If the lever and platform arrangement is suitably designed, e.g. with using of the platform supports for supporting at the ground and/or at the rails during loading and unloading, the mass of platform and thus of a whole wagon can be significantly reduced.
At some particular design variants it is useful to apply the lever of variable length. The lever length can vary during its motion from the the transportation position to the load handling position.

List of the drawings

At figs. 1a to 1f there is a wagon with simple levers fitted turnably at the platform ends, at figs.2a to 2f with the platform fitted to the lever through a mechanism with constant coupling distance keeping, at figs.3a to 3f a wagon with the platform connected to fork levers at both ends, at figs.4a to 4f with the platform connected to simple levers by means of guide and slider, i.e. of rotary and sliding joints at both ends, at figs.5a to 5f there are double levers at both platform ends. The auxiliary board for loading easing is at figs.6a.1 to 6i. At figs.7a to 7g and 8a to 8h are examples of short platforms, at figs.9a to 9d.3 the tilting platform. A wagon with the levers connected to the bogie sides is shown at figs.10a to 10d, a two axle wagon with the platform able of uncoupling from axles at figs.11a to 11d and a wagon with the platform fully separable from the bogies at figs.12a to 12f.2.

Detailed description of the invention

The wagon, according to the figs. 1a and 1b, consists of a flexurally and torsionally stiff platform 1, connected at both ends through rotary joints 4 with vertical rotation axes to flexurally stiff levers 2 that are connected to bogies 3 through a rotary joint 4 at one side, here the wagon wheels closer to the load are liftable with the handles 34 and supports 12 are at the bogie, and at the other side horizontally translatably across support rollers 38 in a body 41 mounted at the bogie 3 through rotary joint 4 with vertical rotation axis. The wagon platform is stiffened with the lateral stiffening trusses 48 that, for both this and other picture simplification, except for fig.6, are not drawn.
At the transportation position, the translatable lever 2 is lockable with pin 10 through which, according to fig.1a, body 41, coupling 7 and lever 2 are connected together, and with arms 43. The platform 1 is equipped with laterally pull-out support, according to fig.1c, with traversing wheel 13 at the supporting leg 12 that are pulled in the cutout 40 at the transportation position and after pulling out turnable according to the height distance between the platform 1 and ground, which are heights h1 and h2 at the detail D, fig.1d. The bogies 3 are equipped with stop pieces 14 with locks 45, through them the wagon sliding down from the rails is lockable, see fig.1e. At the translatable lever 2 the ramps 15 are fitted through Cardan joints 27 and separably. At the platform 1 ends the ramps 15 are carried at the platform 1 and movable with the arms 43 near the translatable lever 2 and at the opposite end they are fitted turnably around vertical axes and accomodated for fitting the ramp 15 with wheels 13 carried at the platform 1. Next, as visible at E-E section, fig. 1f, there are eyes 23 at the platform 1 edges, these eyes for handle 34 for platform 1 manual deviation or for pivot 8 connectable through a rope or a rod 33 to a road vehicle. The ramp 15 for traversing wheel 13 is carried at the bogie 3 near the translatable lever 2. The positions of platform 1 ends and of the ramps 15 are drawn at fig.1b for the deviation of the platform 1 one end, the other end or both ends.
At fig.2a, the platform 1 is equipped with one tilting supporting leg 12 at each side, this supporting leg 12 being drawn in detail at the B-B section, fig.2e, and equipped with the traversing wheel 13, fitted at the platform 1 through a rotary joint 4 with a horizontal axis of rotation and equipped with stop piece 14 turnable around the supporting leg 12, through supporting of this piece 14 against the pivot 8 the supporting leg 12 is lockable at the transportation position and at the load-handling one. Two segments of the ramp 15 are connected to this end of the platform 1 through the Cardan joints 27 and so does the lever 2 through the rotary joint 4. The other end of the platform 1 is connected through the rotary joint 4 with the bogie 3. The lever 2 consists of the cranked section, bar 28 with splines and pulling out protrusions 30, fig.2d.1, detail B, connected to the lever 2 cranked section turnably around the horizontal axis and tube 29, slided on the bar, with internal splines and pulling in protrusions 30, fig.2d.2, detail C. The spline lead is non-constant at both parts. The tube 29 is mounted at the bogie 3 turnably around the vertical axis. Next, as shown at fig.2c, there is a bevel gear segment 22 slided on the bogie 3 vertical pivot 8, connectable through pin 10 with this pivot 8, the pin 10 being vertically shiftable into vertical holes 9 in the bevel gear segment 22 and eye 23 at the pivot 8. This eye 23 is fitted at the pivot 8 through the rotary joint 4 with a vertical axis of rotation and angularly adjustable at the horizontal plane through a bolt 19 with a nut 20 fixed at this pivot 8, the bolt 19 having a slider 6 located at a guide 5 at the eye 23. The bevel gear segment 22 is engaged with a bevel pinion 21 fixed to a cylindrical gear wheel 32 that is engaged with a cylindrical pinion 31 fitted slidably along the axis but unturnably at the bar 28, see the detail A, fig.2f.
If the segment 22 and the eye 23 are not connected together with the pin 10, the segment 22 is freely turnable around the bogie 3 pivot 8. This is necessary because if the bar 28 does not rotate relatively to the lever 2 cranked section, and, subsequently, neither does the bevel pinion 21, the segment 22 turn angle relative to the pivot 8 results from the platform 1 turn angle relative to the bogie 3. The eye 23 angular adjustment gives the possibility of the segment 22 and pivot 8 connection at any turn of the platform 1 against the bogie 3 given by the railway radius at the wagon stop location. After this connection, it is possible to turn the bar 28 and pinion 31 through a handle 34, thus turning the lever 2 around the pivot 8 vertical axis, simultaneously with the bar 28 sliding out from the tube 29, and if the lead distribution of the splines at the bar 28 and the tube 29 as a function of the pinion 31 turn angle is chosen correctly, the distance of the bogies 3 and thus of the coupling 7 is constant during the lever 2 turning. The decision if to apply the pair of the protrusions 30 at the bar 28 and the splines of the tube 29 or vice versa depends on the demanded direction of the lever 2 turning and thus of the platform 1 deviation. Also, the splines for both directions of turning can be at a single surface - then the proper splines are set with protrusion 30 applied at the holes 9 near the spline crossing. These variants give four combinations possible. This applies if these units are at both the platform 1 ends, where first one end is deviated and then the second one. The spline curves thus being generally different.
At figs.3a to 3c the platform 1 is connected at both its ends always with a pair of rotary joints 4 able of uncoupling to the fork-type lever 2 turnably mounted at the bogie 3. All the rotary joints 4 have vertical axes of rotation. The platform 1 is equipped with supports with traversing wheels 13 located at the transverse stiffeners and tiltable around the axes that are horizontal and perpendicular to the running direction, see the fig.3d, view B. The bogies 3 of technical execution according to the fig.3b view A have vertical pivot 8 fitted at the bogie 3 not fixedly but through a joint movable at the running direction, with gear rack 50 and pinion 31, for platform 1 better offset when both ends deviated to the same side. At the detail C, fig.3c.1, this group is at the transportation position and at the fig.3c.2 at the shifted state. The levers 2 are equipped with the eyes 23 for the handles 34 and are lockable at the bogies 3 at the load-handling position. The platform 1 ends are equipped with the tilt ramps 15 fitted to the platform 1 through the rotary joints 4 with the axes horizontal and perpendicular to the running direction. An auxiliary board 16 for better loading is also drawn at the platform 1.
At the figs.3b.1, 3b.2 and 3b.3, the platform 1 turning schemes are drawn. Scheme b.1 is that of the end opposite deviations. Here the disconnected rotary joints R are and first the wagon left end is deviated, the motions of the not disconnected joints F are traced with first two arrows at both ends. The lever 2 end with the disconnected joint R at the wagon opposite end slides into the platform 1. Its intermediate position, that of the maximum sliding of the lever 2 into the platform 1, by the value a, is also drawn here, the platform 1 design shall enable this sliding into. The third arrows trace the not disconnected joint F motions during the platform 1 second end deviation.
Scheme b.2 is that of one end deviation. Same as the previous but without the second phase. The non-deviated end lever 2 position difference from the transportation one results from the demand that the deviated end lever 2 free arm shall not collide with the vehicle driving onto.
Scheme b.3 is that of the end unidirectional deviations, the disconnected R joints are at the same side, first one end is deviated, then the second end and finally the bogie 3 vertical pivots 8 are moved closer together. Thus the translation of the platform 1 out from the limit profile of other wagons is reached and such turning of the lever 2 free ends that these are not obstacles for manipulation with load.
At figs.3b.2 and 3f there are schemes of turning the lever 2 by means of a rod 33 connected to the lever 2 and to the carried vehicle. At fig.3e there is the platform 1 of the channel type, the forked levers 2 are planar here, which is simpler for the production.
At figs.4a to 4f there is a wagon at which the platform 1 and the bogies 3 are connected with various variants of slider and guide joints, also the handles 34 are drawn, here they are connected to the gear transmissions, these of the spur type - figs.4a and 4b, the left bogie, the bevel type - the right bogie, or the worm type - bogie at figs.4e and 4f, detail A. At the platform 1 there is a kingpin fifth wheel 17 controlled through a rope L, see fig.4d. For the drawn tank type semitrailer, or for other the shape of which enables to move it upwards inside the passage profile the wagon can be equipped with the rod 33 located under the platform 1 and connected to the bogies 3 through the Cardan joints 27. For the necessary increasing of the platform 1 ground clearance, the spacing bodies 41 are at the joints 4 between the levers 2 and the bogies 3, see the fig. 4c.
At fig.5 there is a wagon of a variant similar to that at the figs.3a to 3f but with the intermediate levers 2. These are connectable both to the platform 1 and to the fork lever 2 on both ends with the rotary joints 4 able of uncoupling. The design of the intermediate lever 2 additional fitting is at the fig.5c - the intermediate lever 2 is connected through the rotary joints 4 with vertical rotation axes with the eyes 23, one of them being fitted to the platform 1 and the other - two-segmented - at the arm of a common forked lever 2.
Compared to the variant without intermediate levers 2, their using enables the following activities.
At the platform turning according to the scheme 5b.1, it enables getting of the platform 1 higher turn angle and so the possibility appears to use the less frequented common rail-road crossings for load transfer from a road to the railway and vice versa, if the road-rail acute angle is not too big there.
At the platform turning according to the scheme 5b.2, it enables getting of the platform 1 higher turn angle, too, and more, there is no necessity of disconnecting the rotary joint 4 at both platform ends, so the manipulation time is reduced.
At the platform turning according to the scheme 5b.3, it enables getting the platform 1 higher translation value, which is possible to be used for the platform 1 moving from one rail to another, e.g. onto the bogies 3 of a different track.
At figs.5b.1, 5d and 5e a variant with the rod 33 is drawn, now it being located inside the chamber in the platform 1 in the transportation position and vertically displaceable downwards so as to enable the platform 1 turning, and the wagon use for the transport of another combination used in road transport, a trailer and an interchangeable superstructure. The platform 1 length necessary increasing is reached through ramps 15 removing, them being carried at the platform 1 to be fit again if necessary. At the fig.5f there is a scheme of a road tractor removable kingpin fifth wheel 17 application.
The kingpin fifth wheel 17 is supported with four supporting legs 12 when loaded/unloaded onto the tractor. As two front ones could not be inside of the limit profile lower part as they are too wide at its sides, they can be added with next two ones at front near center and then be removed for the transportation.
At figs.6a.1 to 6i, there is a wagon with the auxiliary board 16 for loading easing, especially of the road semitrailer driving onto the wagon. The situation drawn at
the fig.6a.1 shows the situation when the semitrailer is lower than the maximum height according to the regulations, i.e. it can stay at the auxiliary board 16 during transportation. At figs.6a.1 to 6a.3, there are the phases of rolling the auxiliary board 16 down from the platform 1 equipped with non-movable supporting leg 12 and ramp 15. The auxiliary board 16 is equipped with the tilt ramp 15 and has a platform 1 for the load, this platform being turnably and vertically displacably mounted at a cart 24 connected to the guiding along the running direction at the wagon platform I through two rods 33. The rods 33, see fig.6d and 6f.2, are connected together, to the cart 24 and to the auxiliary board 16 guiding slider 6 through the rotary joints 4 with axes that are horizontal and perpendicular to the running direction, the rods 33 mutual tilting angle is limited with the eye 23. The slider 6 guiding consists of guide strips 35 fitted removably to the central longitudinal beam of the wagon load platform I the lateral stiffening trusses 48 of which shall be tiltable, see the fig.6b, in order to enable turning of the auxiliary board 16 with the load possible. The cart 24 according to the figs.6a.2, 6g and 6h is equipped with four pairs of traversing wheels 13, one pair at each end and two pairs at center, and with one pair of pull-out rollers 38 at each end and with one body 41 that is a member of the rotary joint between the platform 1 and the cart 24. This body is carried with two pairs of the levers 2 symmetric around the cart 24 symmetry plane, each two of them at the cart same side are connected with the rod 33 at their vertical arms, the body 41 being carried at the horizontal arms. According to the fig.6i, these levers 2 are fitted at the cart 24 through the rotary joints 4 with axes that are horizontal and perpendicular to the running direction, and there are splined holes 9 in the levers 2 coaxial with these joints, into which splined shafts 42 are slidable, at one end of each shaft 42 is a crank 36 and two protrusions 30 and at the other end one protrusion 30, next, there are cutouts 40 at shafts 42, for locks 45. For two protrusions 30 at the shafts 42 located near the cranks 36, there are star-shaped cutouts 40 with two ends mating to these protrusions 30 and two ends with clearance at the cart 24 walls. At certain turn of the shaft 40, the protrusion 30 at the shaft 42 end is engaged with an eye 23 at the lever 2 that is connected through rods 33 and intermediate levers 2 to the pull-out rollers 38. There are also protrusions 30 at the cranks 36 that are able to be in guides 5 fixed at the wagon platform 1 transverse stiffener upper surface. The auxiliary board 16 platform 1 has holes 9 for fitting of the semitrailer wheel
stop pieces 14, two pairs for three axles and three pairs for two axles, and cutouts 40 for the crank 36 passing through, ribs 37 for the support rollers 38 and a disc 39 that is a member of the rotary joint of the platform 1 and the cart 24. During unloading, especially of a road semitrailer, the procedure is that the semitrailer is connected to the tractor, driven onto the auxiliary board 16, if not already on it, and pulled with the auxiliary board 16 down from the wagon platform 1. This is at figs.6c.1 and 6c.2. At the moment when, on the wagon both sides, the cranks 36 come into contact with the wagon platform 1 transverse stiffener sloping walls, the cranks 36 start to turn the shafts 42, protrusions 30 at the shafts 42 ends start to engage with the eyes 23 at the respective levers 2 and the shaft 42 turning is transferred through splining to the levers 2 that start to lift the body 41 to which the auxiliary board 16 platform 1 is connected through the disc 39. After the lifting is finished, when the cranks 36 are, according to the fig.6c.3, at the wagon platform 1 transverse stiffener top, the auxiliary board 16 is freely turnable around the vertical axis and it is no longer necessary for the tractor to drive at the wagon platform 1 longitudinal axis direction. The guides 5 are fastened at the wagon platform 1 transverse stiffener top, according to the figs.6c.3 and 6e view A, into which the protrusion 30 at the cranks 36 slide, the cranks 36 then being slightly pulled out with these protrusion 30 during the next motion of the auxiliary board 16, thus the protrusions 30 at the shafts 42 located near the cranks 36 slide into the mating ends of the star-shaped cutouts 40 in the cart 24 walls. Thus the cranks 36 are locked and after leaving the guides 5, the auxiliary board 16 platform 1 remains lifted and thus freely turnable around the vertical axis. Also during this transverse motion of shafts 42 the protrusions 30 at their ends move the levers 2 and through the transmissions with the rods 33 and intermediate levers 2 pull the support rollers 38 under the ribs 37 of auxiliary board 16 platform 1. At the same time, any lateral motions of the cranks 36 at any position of shafts 42 are locked by the locks 45. The auxiliary board 16 is laterally guided by the slider 6 connected to the cart 24 by means of two rods 33 at the ends of which there are the rotary joints 4 enabling the auxiliary board 16 tilting around central two pairs of the cart 24 traversing wheel 13 from the wagon platform 1 to its drive-on ramp 15 and at least partial driving from this ramp. Then the semitrailer wheels can be unlocked and the semitrailer pulled down from the auxiliary board 16 at which then the semitrailer wheel stop pieces 14 can be relocated so that both in case of onee or three axles and in case of two axles the axle centre is above the auxiliary board 16 centre, i.e. in the area of the platform 1 turning relatively to the cart 24. The location of the shafts 42 depends also from the axle number, for one or three axles the shafts are at the cart 24 wall star-shaped cutouts 40 front pair and the body 41 lift front levers 2, for two axles at the rear ones. During sliding the shafts 42 into the levers 2 the protrusion 30 located at the shafts 42 near the cranks 36 pass through the star-shaped cutout 40 ends with clearance. For the shaft 42 relocation, it is useful to equip the cart 24 with tilting supporting legs 12 able to keep the auxiliary board 16 platform 1 lifted even when the shafts 42 are out and ease their pulling out through releasing the star-shaped cutout 40 mating ends. Instead of supporting legs 12, support springs can be used that act directly or through the levers 2 at the body 41 with such force effect that invokes a vertical force acting at this body, of upwards direction and size slightly higher than the body 41, disc 39 and auxiliary board 16 platform 1 gravity force.
The procedure during the wagon loading is reverse, the eye 23 at the connection of the rods 33 that connect the cart 24 and the slider 6 according the fig.6d prevents the rods 33 from folding that could damage the transported load.
At the figs.7a to 7g there is a wagon with a short platform 1 connected through the rotary joint 4 to the rear lever 2 fitted at the rear bogie 3 according the fig.7a and the A-A section, fig.7f, slidably at the running direction during loading and unloading and turnably around a vertical axis during running and equipped with liftable support rollers 38 against the lateral deviation during loading and unloading. At its second end, the platform is connected to the front lever 2 through two rotary joints 4 able of uncoupling with pull-out or tiltable traversing wheels 13, the front lever 2 being fitted to the front bogie 3, fig. 7c, through the rotary joint 4 with a vertical axis at the wagon symmetry plane and, if metered from the wagon centre, behind the lines that connect the support points of supporting legs 12, always one front and one rear. The front supporting legs 12, between the bogie axles, are vertically pull-out, the rear ones, behind the front bogie 3 rear axle, are pull-out and tiltable around the axis that is parallel to the running direction. The pivots 8 of the front bogie 3 rear wheels are mounted according to the fig.7g at the cranks 36 that are turnable about the axes horizontal and perpendicular to the running direction, the cranks 36 are mounted at the arms 43 turnable around the axes parallel to the running direction, both after disconnecting of a clutch 44 through which the bogie rear wheel pivot 8 is connectable to the beam 26 of the front bogie 3 rear axis. The crank excentricity ?r/2, according the fig.7g, is at least such that after their turning by 180°, the rail topmost point is under the wheel lowest point according to the fig.7e. Next, the front bogie 3 contains the ramps 15 tiltable around the axes parallel to the running direction and removable locking beams 25 and there is a cart 24 transportable at it, see fig.7c, for the semitrailer kingpin fifth wheel 17. The semitrailer kingpin fifth wheel 17 is fitted at the cart 24 through rods 33 at the ends of which there are the rotary joints 4 with the axes horizontal and perpendicular to the wagon running direction at the cart 24 transportation position and is liftable by a hydraulic cylinder 18 connected to the kingpin fifth wheel 17 and cart 24. The cart 24 is movable on the traversing wheels 13 fitted through the rotary joints 4 with approximately vertical axes at the arms 43 fitted at the cart 24 turnably around the axes parallel to the wagon running direction at the cart 24 transportation position and connected always two at the same side of the cart 24 through the rod 33 of variable length. The front bogie 3 has a vertical pin 10 that is located in a hole 9 or a cutout 40 made at the cart 24 for this pin 10 when the wagon is in a transportation configuration.
During the semitrailer unloading, one of the rotary joints 4 between the front lever 2 and the platform 1 is disconnected and traversing wheel 13 at this joint is displaced or tilt out. Next, the sliding of the rear lever 2 relatively to the rear bogie 2 is enabled and the support rollers 38 at this lever are put on rails. At the side the platform shall deviate to, the front supporting leg 12 is put down and after the clutch 44 is disconnected, the rear wheel of the front bogie 3 is tilted up, the locking beam 25 put away and the ramps 15 tilted down. At the opposite side, the rear supporting leg 12 is pulled out and tilted down. Then the cart 24 is lifted at its wheels 13 through the rod 33 extension, lets consider that due to safety, it does not stand on them during transportation, till the pin 10 is out of the hole 9. Lets consider a road semitrailer tractor as a force resource for the platform 1 deviation, e.g. pulling with a rope or with a rod 33 for one part of the disconnected rotary joint 4. In the plan scheme, fig.7b, we can see that all this operation is performable at the crossing of the railway and two-lane road. After the platform 1 deviation out, kingpin fifth wheel 17 tilting down and the cart 24 driving aside from the load, there is necessary to shorten the rods 33 so as the cart 24 traversing wheel 13 are lifted and it is possible to turn them by 180° at the vertical rotary joints 4 at the arms 43 for the cart 24 stabile driving during its return onto the wagon, where the rods 33 are shortened again and the traversing wheels 13 of the cart 24 turned by 180°. During the loading possible, the semitrailer is driven with its wheels at the platform 1 and the cart 24 driven under it so as after the kingpin fifth wheel 17 lifting, the semitrailer kingpin is engaged at the fifth wheel 17. Then the road tractor can push with the rod 33, or, after driving to the wagon other side - pull with a rope the platform 1 to its transportation position. The advantage of this version is the possibility of the loaded platform tilting as far as to the position perpendicular to the running direction according to the fig.7b. Besides, the load can be not only a semitrailer, but also e.g. central axle trailer. In such case, the cart 24 is not applied only. If the ground at the platform 1 load/unload place is uneven, the adjustable leg ramp 15 can be applied, the legs consisting of e.g. bolts 19 and nuts 20, according to the fig.7d.
Next wagon with a short platform 1 is at the figs.8a to 8h. The lever 2 through which both the parts the wagon consists of are connected is removable and replaceable with a very short lever 2 and is connected through at least a bit tiltable rotary joint 4, Cardan joint 27 or a spherical joint to a rod 33 at the second end of which there is the slider 6 of the guide 5 located at the wagon coupling 7. This coupling 7 is equipped with similar arms 43 as the wagon platform 1 is, and with rail brakes 11. These arms 43 are fitted turnably around vertical axes and lockable with locks 45 and stop pieces 14 according to the fig.8c at the transportation position at the bodies 41 that are at wagon axle beam 26. These bodies 41 are suitable for the location of springing and the arms 43 for the location of brakes, the wagon axle beam 26 being connected together with truss48 that is movable down, according to the figs.8f.1 and 8f.2, at least by the distance of its uppermost point and the wagon platform 1 lowermost point, by means of the thread transmissions the bolts 19 of which are vertical and connected to the gear wheels 32 that are engaged with the pinion 31, detail E fig.8f.2. The beam 48 has holes 9 at its crossmembers for some of the pins 10 fitted according to the fig.8g in the platform 1 at small arms 43 controllable with ropes L and slidable into the holes 9 at the beam 48, platform 1 and hole 9 at the circular track 46 slidable at the platform 1 along its axis, at least one of them being in these holes 9 at the transportation position. The platform 1, fig.8d, is equipped with transverse stiffeners of distances suitable for road semitrailer various axle arrangements, two of these stiffeners contain movable ribs 37 the radius of which is equal to that of the circular track 46, these ribs 37 being connected through rotary joints 4 with a pair of control handles 34 and circular track 46 lateral down-shiftable parts 47 according fig.8e that are equipped with vertical pins 10 slidable into circular track 46 holes 9 as well as central down-shiftable parts 51, according the figs.8e.1 and 8e.2 again. Next, each lateral down-shiftable part 47 contains a bogie 3 that is at fig.8g and section C-C at fig.8h and is fixed to the vertical guide 5 slider 6 and slidably horizontally and perpendicularly to the running direction with the slider 6 that is connected unturnably but slidably along the running direction with a guide 5 in the transportation arrangement, this guide 5 being connected turnably around axes parallel to the running direction with a rod 33 and the lever 2 of lowering the lateral down-shiftable part 47. The rod 33 and the lever 2 being fitted to the platform 1 turnably around an axis parallel to the running direction. The bogie 3 consists of a body 41 with two sliders 6 through which it is led at the circular track 46 including its lateral down-shiftable parts 47, all of the C-shaped section, next, of two traversing wheels 13 and one support roller 38. The lever 2 both parts the wagon consists of is connected to the front bogie 3 through the rotary joint 4 able to bear the bending moment, the front bogie 3 being similar to that described at fig.7c. The locking beams 25 are of adjustable length here, usable as ramps and connected to the wagon with the Cardan joints 27, see the fig.8b. The cart 24 for kingpin fifth wheel 17 is also similar. The only difference is that the castor b of its traversing wheel 13, according to the fig.7, is zero, so there is no need to turn its traversing wheels 13 when the drive direction reversed. They only have two positions, for a straight drive and for the drive along the circular arc the diameter of which is adjustable according to the semitrailer wheelbase.
This wagon consists of two parts, each of them being applicable separately. E.g. when very short semitrailers, trailers and other loads are transported, only the part with the platform 1 can be used. The unloading procedure during longer semitrailers transportation is as follows. The beam 48 is lowered with the gear and thread transmission so that no its part is an obstacle for the platform 1 turning. Through this also the circular track 46 central down-shiftable parts 51 are lowered. The lateral down-shiftable parts 47 are lowered by two levers 2, their transverse position being kept by the slider 6 of the vertical guide 5 from which the slider 6 slides down after the vertical pins 10 at lateral down-shiftable parts 47 slide in the respective holes 9 at the circular track 46. Through this, the circular track 46 becomes unbroken and optionally it is translated along the platform 1 longitudinal axis so that its vertical axis is at the semitrailer chassis centre. During this, the slider 6 is slided down from the lowering lever 2. The platform 1 is connected to the circular track 46 and platform 1 bogie 3 through the suitable pin 10. The pin 10 control cable L can be fixable to te protrusion 30 and the adjustable ribs 37, to which fixed protrusion 30 at the platform 1 are adjacent, are moved with the control handles 34 above the circular track 46. The central parts 51 are locked with horizontal pins 10 fixed at the bushes at circular track 46 and slidable into eyes 23. Then the rail brake 11 is activated and the arms 43 tilt away. The locking beams 25 are first tilt away from the cart 24 bogie 3 and then tilted to the working position and their length adjusted. The cart 24 is pulled down from the bogie 3, e.g. with the force of the road tractor, perpendicularly to the railway, during this the wagon part with the platform 1 gets closer to the part for the cart 24 and the platform 1 with circular track 46 also turns. During this manipulation bogie 3 wheels 13 run on the rails and the support roller 38 at the circular track 46. After both the wagon parts are maximally close each to other, the cart 24 wheels are switched to the arc position and the platform 1 turning is finished. The shorter the semitrailer wheelbase is the shorter is the cart 24 straight drive phase. If the wagon parts are connected with the short lever 2 of minimum length, this phase is reduced to only the cart 24 leaving the wagon. According to this, the length of the locking beams 25 usable as ramps 15 has to be adjusted. If the wagon part with the cart 24 is not used at all, the platform 1 is turned by pulling it near its corner, with e.g. a road tractor again. The flexurally stiff lever 2 that connects both the wagon parts is necessary here for preventing the relatively short and high bogie 3 for the cart 24 from tilting, e.g. during braking, as this could cause its derailment. The advantage of such wagon, split to the short platform for semitrailer wheels, with axles at its ends, and the semitrailer kingpin carrier, is its lower mass. But there are demands for the space in front of the semitrailer wheels, it must be empty. Due to this, the semitrailer lateral protection devices shall be tiltable, in order to get space enough for the platform 1 front wheels. The wagon part closing in case of long semitrailers gives the possibility to manipulate with load at the crossing of the railway and two-lane road again, according to the fig.8b.
At figs.9a to 9d.3, there is a wagon the load platform 1 of which is at one or, see fig.9a.2, on both its ends tiltable at the vertical direction. The platform 1 position designation at fig.9a.2: H - upper position, L - lower position, P - original position, S - slope position, this can be sloped vice versa, too. At the detail A at fig.9a.1 the variant of guide-slider tiltable joint of the platform 1 and the lever 2 is drawn at the transportation position and at the load-handling position. There is a cut-out at the guide 5 end. At the wagon variant with the fork-type levers 2, these are connected to the platform 1 through Cardan joints 27 or through rotary joints 4 with a vertical pivot 8 at a conical hole 9 that can be modified at its central section into a ball shape and a ball is put on the pivot 8, fig.9d.1. The Cardan joint 27 horizontal arms 43 can also be connected to the platform 1 not fixedly but through the rotary joint 4 with the axis parallel to the wagon running direction at the transportation position, according to the fig.9d.3. Or, the Cardan joint 27 can be fixed to the platform 1 through the rotary joint 4 with the vertical axis that is movable after tilting away the locks 45 and the stop pieces 14, fig.9b left variant.
The version with fork-type levers 2 problem is that while both the platform 1 ends are deviated to the same side, a planar four-joint mechanism consists of the platform 1 and the levers 2, if one end is deviated or both to the opposite directions, the axes of the rotary joints 4 at the Cardan joint 27 horizontal arms 43 and at the bogies 3 are not parallel. This is at the fig.9b right variant. When the platform 1 ends tilt, the Cardan joint 27 horizontal arms 43 at the platform 1 opposite ends tend to tilt mutually against each other, not at the same direction. The bogies 3 would then mutually cross, as at one bogie 3, the wheels would lift up at one side, at the other one at the other side. This can be either accepted, as the crossing angles are small, arm 43 flexible mountings or bogie 3 springing ability to admit crossing can be the problem solution, or to modify the design of the levers 2 and platform 1. This joint design modification can be making of the hole 9 for the vertical pivot 8 of the rotary joint 4 between the platform 1 and lever 2 as the conical one, this gives the possibility both of the platform 1 end tilting and bogie crossing neutralization. Or the version is possible with a ball at the pivot 8 and the hole 9 spherical center, or fitting the Cardan joint 27 horizontal arms at the platform 1 turnably around an axis parallel to the wagon running direction. At these cases, there is necessary to lock the joints against tilting at the transportation position, e.g. with an excentric roller 38 according to the fig.9d.1 or with a tilting one according to the fig.9d.2, or with a stop piece 14 or swiveling rod 33 according to the fig.9d.3, through a controlled turning or sliding of which, or through replacing the rod 33 with a hydraulic cylinder 18 the optional tilting is controllable. There is also possible to fit these arms at the platform 1 turnably around a vertical axis and tilt away the stop pieces 14 and the locks 45 if necessary and turn the platform 1 so that the respective axes become parallel, this variant being shown at the fig.9b, left.
The tilting can be used for sloping the platform end to the ground. Then there is no need of a ramp 15. Or, when platform 1 both ends deviated to the same side, it can be fully laid onto the ground. One end or the whole platform 1 raising is possible to be used when the ground is slightly above the rail.
An auxiliary tilting device, a mobile pillar with a worm transmission and a thread one, that is fittable to the platform 1, is shown at the fig.9c. The axis of the worm 52 with the handle 34 is horizontal, the axis of the worm wheel 53, that is slidably but unturnably connected to the bolt 19 that ends with a traversing wheel 13, is vertical, the nut 20 is created at the pillar body equipped with an auxiliary traversing wheel 13.
The wagon at the fig.10 has four levers 2 fitted with lockable rotary joints 4 with vertical axes to the arms 43 turnably mounted at the bogies 3. The arms 43 are in contact with the bogies 3 through support surfaces 49. The levers 2 are pull-out for bogie at the right or double for reaching of platform 1 higher pulling out/turning, bogie at the left. Next, there are supporting legs 12 , couplings 7 and optionally four hydraulic cylinder 18 separable fifth wheel 17 according to the fig.10c fitted at the bogies 3. At the variant for the trailer and interchangeable superstructure transportation, the wagon can be equipped with an auxiliary bogie 3, turnable auxiliary board 16 for the superstructure legs and folding beam 48, these parts can be transported at the bogie 3 that is not under the semitrailer. A ramp 15 is carried at the auxiliary bogie 3. At fig.10d there is a version for the channel type platform 1.
The ramp 15 serves for the interchangeable superstructure front supports driving down from the auxiliary bogie 3 platform 1. For this purpose, the supports are equipped with legs with traversing wheels 13 turned along the running direction in the transportation position for enabling, in cooperation with the auxiliary board 16, wagon part mutual turning without parasitic forces appearing and for loading and unloading turned perpendicularly to the running direction and mutually linked mechanically like the kingpin fifth wheel 17 cart 24 wheels 13 or hydraulically for compensation of the ground bumps and optionally with a rod 33 at the wheel 13 axes height, where they are also connected to the beam 48 through which the wagon platform 1 motion is transferred to them The auxiliary bogie 3 is connected to the wagon by means of an eye 23 for coupling 7 that is transferred to the auxiliary bogie 3.
This version of the wagon gives the possibility of the platform 1 shortening through a semitrailer front part relocation above the bogie 3 that is low enough, this also eases aerodynamic covering as only one bogie remains uncovered. The platform 1 shortening means the wagon mass reduction, besides a semitrailer, e.g. a trailer, a truck tractor of length up to 10.5 m, which is an often case, or two fifth wheel trailers can be transported at the platform.
The wagon for a two- and three-axle vehicles can be two-axle only, like at the figs. 11a to 11d. It has no turnable bogies 3 and the platform 1 is connectable to coupling 7 equipped with supporting legs 12 with rail brakes 11, to which the wagon axle beam 26 is fitted. At fig.11a, left, and at fig.11b there is a variant with the lever 2 fitted turnably and slidably at the coupling 7 and turnably at the platform 1. The wagon wheels are fitted at arms 43 by means of cranks 36 like at the fig.7c and the arms 43 turnably around vertical axes at the platform 1. At fig.11a, right, there is a variant with the platform 1 completely separable from coupling 7. The levers 2 are fitted turnably around vertical axes at pivot 8 mounted turnably around an axis parallel to the running direction at the platform 1, according to the fig.11c. There are vertical holes 9 at the levers 2 for arms 43 that are connected through rotary joints 4 of axes parallel to the running direction to a rod 33 of variable length. The wagon wheels are, according to the fig.11d again, mounted at cranks 36 at which a hollow for the pin 10 is, when this hollow is in the vertical position the pin 10 is slidable into eyes 23 at the levers 2, too. There is also protrusion 30 at the levers 2 and a disc 39 with a rubber tyre hung on it so that it is coaxial with the wagon wheel when it is lifted and connectable to it through bolts 19 welded to it and nuts 20. Thus the wagon wheels are usable also for the platform 1 end transportation to the load handling position.
At both versions, first the coupling 7 supporting legs 12 are put on the ground and the rail brakes 11 braked and then the wagon wheels are lifted, through the cranks 36 turning by 180°, so that they are turnable either at the arms 43 at the left version or at the levers 2 at the right version without being limited by the rails or by the surrounding ground. At the left version, there is possible to move the platform 1 end then and to turn the wagon wheels away, to the position where they are not an obstacle to load handling, at the right one there is possible to lock the cranks 36 with pin 10, slide on and bolt the discs 39 with rubber tyre s onto the wagon wheels, turn the levers 2 to the position approximately perpendicular to the running direction, connect them through the arms 34 with the rod 33 and after the platform 1 end is moved to the position necessary, the rod 33 can be shortened till the platform 1 is laid down on the ground and put the arms 43 with the rod 33 away.
At the figs.12a to 12f.2 there are the wagon variants with the platform 1 completely separable from two-axle bogies 3. At the lever 2, fitted both to the platform 1 and to the bogie 3 with rotary joints 4 able of uncoupling and of vertical axes, traversing wheels 13 are fitted turnably around horizontal axes, at the variant at figs.12a and 12b, left, to the lever 2 crossmember and to the body 41 bolted to the lever 2, with the axis parallel to the running direction at the transportation position. At the variant at figs.12a and 12b, right, the wheels 13 are fitted at the arms 43 close to the platform 1 corners. These arms 43 are, as seen at fig.12c and section C-C, figs.12a right and 12e, mounted turnably around vertical axes at the pivots 8 with rotary joints 4 of axes parallel to the running direction at both ends. At their upper ends, the pivots 8 are connected to a rod 33 of adjustable length and their lower ends are mounted at the lever 2. The arms 43 are lockable with pins 10 slidable into the holes 9 in the pivots 8 and cutouts 40 at the arms 43 in the transportation position and in the load handling position, according to the fig.12d.
At the left variant, drawn in detail at A-A section, figs. 12b, left, and 12f.1 the bogie 3 is equipped with a fixed ramp 15 for traversing wheels 13, this ramp is supported with a stop piece 14 against the bogie tilting over before the joint 4 between the lever 2 and the bogie 3 is disconnected. A movable ramp 15 that is carried at the bogie 3 can be used for the wheels 13 driving down to the ground. The platform 1 is lifted with a supporting leg 12 during the lever 2 return to the transportation position in order to release the wheels 13, section B-B at fig.12f.2. The platform 1 is supported with the same supporting legs 12 at the load handling position and the lever 2 is tilt away out of the load trajectory after one of the joints 4 between the lever 2 and the platform 3 is disconnected.
At the variant at figs.12a and 12b, right, the pins 10 are pulled out from the vertical pivots 8, the arms 43 are turned from the transportation position, when they are tilt along the bogies 3, to the platform 1 motion position, when they are approximately perpendicular to the wagon running direction, then the pins 10 are slided in again. The rod 33, in the transportation position clamped with the stop piece 14 in the eye 23 at the lever 2, according to the fig.12c, is disconnected from the eye 23 and extended with a nut 20 till the wheels 13 touch the ground and/or the ramps 15. Then the rotary joint 4 between the lever 2 and the bogie 3 is disconnected, the platform 1 moved to the load handling position and the rod 33 shortened till the wheels 13 are lifted. Then one of the arms 43 is turned back to the transportation position, one of the joints 4 between the lever 2 and the platform 1 and the lever 2 is disconnected and the lever 2 is tilt away out of the load trajectory, according to the fig.12b.1.
The advantage of these variants is their simplicity and lower bending load of the joints 4 between the lever 2 and the platform 1, their disadvantage is full splitting of the wagon during the load handling and a need of larger space for the platform 1 turning compared to the variants according to the figs.7a to 7g and 8a to 8h. The wheels 13 should be suitably turnable and one of the bogies should be shifted if a crossing of the railway and a two-lane road was to be used.

Feature list:

1. platform
2. lever
3. bogie
4. rotary joint
5. guide
6. slider
7. coupling
8. pivot
9. hole
10. pin
11. rail brake
12. supporting leg
13. traversing wheel
14. stop piece
15. ramp
16. auxiliary board
17. kingpin fifth wheel
18. hydraulic cylinder
19. bolt
20. nut
21. bevel pinion
22. bevel toothed segment
23. eye
24. cart
25. locking beam
26. wagon axle beam
27. Cardan joint
28. splined bar
29. splined tube
30. protrusion
31. cylindrical pinion
32. cylindrical toothed wheel
33. rod
34. handle
35. guide strip
36. crank
37. rib
38. roller
39. disc
40. cutout
41. body
42. splined shaft
43. arm
44. clutch
45. lock
46. circular track
47. lateral down-shiftable part
48. truss
49. support surface
50. toothed rack
51. central down-shiftable part
52. worm
53. worm wheel

Claims

Railway wagon for the transportation of bulk loads, especially road vehicles, that contains a flexurally and torsionally stiff platform (1) for the load transportation, this platform (1) being movable approximately at horizontal plane between the transportation position and the load handling position, characterized in that the platform (1) is at at least one end, either at center or at both corners, connected to the wagon bogie (3) or axle by means of at least one lever (2) equipped with at least one rotary or rotary-translating joint at each end, the joints being optionally able of uncoupling, and the wagon being equipped with platform (1) turning means driven manually or by an external resource.
Railway wagon according to the claim 1 characterized in that it further contains means for the wagon couplings (7) constant distance keeping.
Railway wagon according to the claims 1 and 2 characterized in that the wagon is equipped with stop pieces (14) for prevention of the wagon wheels slipping down from the rail and/or with at least one supporting leg (12), optionally with at least one traversing wheel (13).
Railway wagon according to the claims 1 to 3 characterized in that the platform (1) is equipped with at least one drive-on ramp (15).
Railway wagon according to the claims 1 to 4 characterized in that at least one of rotary or rotary-translating joints at the lever (2) is also approximately vertically translatable and/or tiltable along an axis that is approximately horizontal and perpendicular to the platform (1) longitudinal axis.
Railway wagon according to the claims 1 to 5 characterized in that the platform (1) is equipped with an auxiliary board (16) pulling out from the platform (1) and turnable around approximately vertical axis.
Railway wagon according to the claims 1 to 6 characterized in that a kingpin fifth wheel (17) is movably fitted at the platform (1) and optionally separable and applicable at the semitrailer road tractor.
Railway wagon according to the claims 1 to 7 characterized in that it is further equipped with an auxiliary cart (24) able of driving down from the wagon and optionally equipped with the kingpin fifth wheel (17).
Railway wagon according to the claims 1 to 8 characterized in that the platform (1) is split to the semitrailer axle section and the semitrailer legs/kingpin section, the sections being connected with a lever (2).
Railway wagon according to the claims 1 to 9 characterized in that the lever (2) length is variable.