EP3659893A1 - Schienenfahrzeug für den transport eines sattelaufliegers, und beladungsverfahren eines solchen schienenfahrzeugs - Google Patents

Schienenfahrzeug für den transport eines sattelaufliegers, und beladungsverfahren eines solchen schienenfahrzeugs Download PDF

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Publication number
EP3659893A1
EP3659893A1 EP19204563.1A EP19204563A EP3659893A1 EP 3659893 A1 EP3659893 A1 EP 3659893A1 EP 19204563 A EP19204563 A EP 19204563A EP 3659893 A1 EP3659893 A1 EP 3659893A1
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EP
European Patent Office
Prior art keywords
height
hull
semi
trailer
adjusting
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.)
Granted
Application number
EP19204563.1A
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English (en)
French (fr)
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EP3659893B1 (de
Inventor
Pierre Aguesse
Serge Ducroux
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Viia
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Viia
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Publication of EP3659893A1 publication Critical patent/EP3659893A1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/04—Wagons or vans with movable floors, e.g. rotatable or floors which can be raised or lowered
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
    • B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
    • B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type

Definitions

  • the present invention relates to the field of rail transport of intermodal transport units.
  • the invention relates to a rail vehicle for transporting a semi-trailer.
  • the invention also relates to a method of loading as well as a method of unloading such a railway vehicle.
  • railway vehicles comprising a mobile platform by pivoting allowing loading using road tractors without resorting to lifting means of semi-trailers.
  • Such vehicles are for example described in the document FR 2 680 492 A1 .
  • the use of these railway vehicles requires platform installations adapted to this type of loading.
  • railway vehicles allowing the loading of articulated vehicles directly by running from one end of a railway convoy formed by a succession of railway vehicles.
  • Each rail vehicle then comprises a mobile platform between a low transport position and a high position in which the platform is located at the level of the bogies, thus allowing the loading and unloading of articulated vehicles.
  • Such railway vehicles are for example described in the document FR 2 751 290 A1 .
  • the present invention relates in particular to a method of loading prehensile semi-trailers without road tractors, a method of unloading prehensile semi-trailers without road tractors and a rail vehicle suitable for loading and unloading of prehensible semi-trailers without road tractors.
  • railway vehicles transporting semi-trailers must comply with railway gauges before being allowed to travel on the railways. These railway gauges define a closed space inside which the transverse contour of the railway vehicle must be.
  • Each railway gauge in particular imposes a minimum distance between the rails and the underbody of the rail vehicle, a maximum height of the rail vehicle loaded with a semi-trailer as well as lateral limits.
  • the rail vehicle according to the invention must allow the loading of a P400 type semi-trailer while respecting the rail gauge in force on the track on which the rail vehicle travels (for example, the GB1 or AFM 423 rail gauge in France ) and using bogies with wheels of conventional diameters.
  • the present invention seeks to position the rail vehicle as close as possible to the rails, so as to free up more space.
  • the rail vehicle comprises two rolling end rail assemblies and a connecting structure between these end assemblies for carrying at least one freight load.
  • the connecting structure comprises a receiving structure receiving the height-adjustable cargo load by means of a height compensation interface.
  • the height compensation interface includes a compensation system placed on the end assemblies and adjusted before the load and the receiving structure rest on the end platforms. Therefore, it is not necessary to have energy, the setting up of the compensation being carried out with an open wagon, free of its receiving structure. Since the compensation takes place before loading, it is necessary to know beforehand the weight of the semi-trailer which is going to be loaded. This step is performed, according to the document WO 2011/151784 , by the weight indication by the driver or by a systematic weighing of the semi-trailer before loading. In addition, if one also wishes to take into account the state of wear of the wagon, it is necessary to carry out, prior to loading, in the workshop, additional measures of wear of the rail vehicle.
  • the present invention aims to provide a railway vehicle making it possible to compensate for the wear of the railway vehicle and its state of charge more quickly, more simply, with a precision allowing an optimization of the template allocated to the loading and without requiring multiple measurements (weight of the semi-trailer, wear of the rail vehicle axles, wear of the rail vehicle suspensions, etc.).
  • the hull is configured to receive a gripping semi-trailer.
  • the hull height adjustment device is configured to adjust the height of the lowest part of the hull at the lower limit of the rail gauge, preferably so that the distance between the rails on which the rail vehicle rests and the lowest part of the hull is approximately 225mm.
  • the device for adjusting the height of the shell allows continuous displacement in height of the shell from 100 to 200mm, preferably around 125mm.
  • the device for adjusting the height of the hull is interposed between the chassis and the hull.
  • the device for adjusting the height of the shell comprises an oblique ramp.
  • the oblique ramp cooperates with a second oblique ramp or a roller.
  • the device for adjusting the height of the shell comprises a jack.
  • the rail vehicle comprises at least two devices for adjusting the height of the hull; said at least two hull height adjustment devices being preferably interposed between the chassis and the hull.
  • the device for adjusting the height of the fifth wheel is configured to adjust the height of the fifth wheel simultaneously with the adjustment of the height of the shell by the device for adjusting the height of the shell.
  • the device for adjusting the height of the harness is configured to pre-adjust the height of the harness between a plurality of predefined positions, preferably between three positions.
  • the chassis comprises two end platforms and two longitudinal members connecting the two end platforms, the hull being movable in height between the two end platforms and the two longitudinal members.
  • At least one of the longitudinal members comprises a support structure extending towards the inside of the chassis configured to support the device for adjusting the height of the hull.
  • the height adjustment of the hull is carried out once the semi-trailer is loaded into the rail vehicle.
  • the gripping zones of the semi-trailer are gripping zones and the loading is carried out by the handling means.
  • the loading method further comprises a step of regulating the device for adjusting the height of the fifth wheel as a function of the adjustment of the height of the hull.
  • the gripping zones are gripping zones and the unloading is carried out by the handling means.
  • the rail vehicle 1 for transporting a semi-trailer comprises a chassis 2 resting at each end on a bogie 3.
  • the chassis 2 is hingedly mounted on the bogies 3 resting on the rails 8.
  • a hull 4 movable vertically is capable of sliding inside the chassis 2 of the rail vehicle 1.
  • This hull 4 is configured to receive a semi-trailer, in particular a grippable semi-trailer.
  • the chassis 2 comprises a fifth wheel 6 configured to receive the pivot, also called the coupling pin, of a semi-trailer.
  • a railway assembly consisting of two railway vehicles 1 sharing a bogie 3 in common.
  • Such a railway assembly comprising two railway vehicles 1 makes it possible to load two semi-trailers while reducing the total length of the railway assembly.
  • the rail vehicle according to the invention may as well be an independent rail vehicle, that is to say one which does not share any bogie with another rail vehicle, as a rail vehicle sharing a bogie in common with another rail vehicle of so as to form a railway assembly with three bogies and two railway vehicles.
  • the chassis 2 of the railway vehicle 1 comprises two end platforms 15, each being connected to a bogie 3 (not shown), and two side rails 13 connecting the end platforms 15.
  • the side rails 13 and the end platforms 15 define a reception space between them to receive the shell (not shown).
  • the harness 6 is located on one of the two end platforms 15 of the rail vehicle 1.
  • the harness 6 is preferably located on the end platform 15 connected to the bogie which is not shared with the other rail vehicle.
  • the hull 4 comprises a bottom on which a semi-trailer can be placed and edges extending substantially perpendicular to the bottom.
  • the size of the shell 4 is complementary to the size of the reception space defined between the side members 13 and the end platforms 15 of the chassis 2 so as to allow the shell 4 to slide inside the chassis 2.
  • the size of the shell 4 must make it possible to receive a semi-trailer, in particular a gripping semi-trailer such as for example a P400 semi-trailer.
  • the displacement of the shell 4 relative to the chassis 2 is controlled by a device 5 for adjusting the height of the shell.
  • a device 5 for adjusting the height of the shell By “height” is meant in the sense of the present invention, the distance from the rail.
  • the rail vehicle 1 comprises means for measuring the distance between the hull 4 and the rails 8 on which the rail vehicle rests and means for transmitting this measurement to the hull height adjustment 5. These transmission means can be wired or wireless.
  • the use of a device for measuring the distance between the hull and the rails transmitting this distance to the device for adjusting the height of the hull makes it possible to simply adjust the height of the hull by means of a single measurement.
  • This single measurement carried out after the loading of a semi-trailer, makes it possible to simultaneously take into account multiple parameters relating to both the semi-trailer loaded in the rail vehicle and the condition of the rail vehicle. It is no longer necessary to use a separate measurement for each parameter (measurement of the weight of the semi-trailer, measurement of the wear of the rail vehicle suspensions, measurement of the axle wear of the rail vehicle. .).
  • the device 5 for adjusting the height of the hull is configured to adjust the height of the lowest part of the hull 4 at the lower limit of the railway gauge.
  • railway gauge is meant the railway gauge applicable on the railway line on which the rail vehicle 1 travels.
  • the hull height adjustment device 5 is configured to adjust the height of the lowest part of the hull 4 so that the distance between the rails 8 on which the rail vehicle rests and the lowest part of the hull 4 is approximately 225mm.
  • the term “approximately” followed by a numerical value means this numerical value plus or minus 10%, plus or minus 5% or plus or minus 1%, or even exactly this numerical value.
  • the device 5 for adjusting the height of the shell requires a power supply.
  • This supply can be provided by any means within the reach of the skilled person such as for example a battery located in the railway vehicle and connected to the hull height adjustment device 5 or by the connection of the adjustment device 5 from the height of the hull to a fixed supply.
  • the hull height adjustment device 5 makes it possible to move the hull between a low position illustrated on the figure 4 and a high position illustrated on the figure 5 .
  • the adjustment device makes it possible to move the shell continuously between the lowest position of the shell and the highest position of the shell.
  • the device 5 for adjusting the height of the shell is activated by a user, whether remote or not.
  • the device 5 for adjusting the height of the shell is activated automatically when it detects the loading into the shell 4 of a load greater than a threshold value over a certain duration, for example a higher load at one ton for 10 seconds.
  • the detection of the loading of a load in the shell 4 can be carried out by means of the device for measuring the distance between the shell 4 and the rails 8 (this distance decreases during loading due to the weight of the load which will in particular compress the rail vehicle suspensions).
  • the device 5 for adjusting the height of the hull is configured to regulate the height of the hull permanently throughout the path of the rail vehicle.
  • the device 5 for adjusting the height of the shell is configured to regulate the height of the shell when it is activated by a user.
  • the hull height adjustment device is configured to regulate the height of the hull when it detects a change in the load of the hull; in particular a modification of the load greater than a threshold value, for example one ton.
  • the device for measuring the distance between the shell 4 and the rails 8 can be any means for measuring a distance known to those skilled in the art, such as for example a laser distance measuring device.
  • the device for measuring the distance between the shell 4 and the rails 8 is located on the shell 4, preferably under the bottom of the shell 4 or else on one of the edges.
  • the dimensions of the hull 4 being constant, it is easy to know the distance between the lowest part of the hull 4 and the rails 8 from the measurement of the distance between a known point of the hull 4 and the rails 8
  • the device for measuring the distance between the shell 4 and the rails 8 is located on the chassis 2, preferably under one of the end platforms 15.
  • the device 5 for adjusting the height of the shell is configured to move the shell 4 relative to the chassis 2.
  • the hull height adjustment device 5 allows the height of the hull to be adjusted when the hull is loaded by a semi-trailer.
  • the device for adjusting the height of the shell allows continuous displacement in height of the shell between 0 and at least 100mm, for example between 0 and about 200mm and preferably between 0 and about 125mm.
  • the device for adjusting the height of the shell allows continuous displacement in height up to approximately 100mm, approximately 125mm, approximately 150mm, approximately 175mm or approximately 200mm.
  • the distance between the highest position of the shell and the lowest position of the shell authorized by the device for adjusting the height of the shell is between approximately 100 and approximately 200 mm, preferably approximately 125mm.
  • the hull height adjustment device 5 is interposed between the chassis 2 and the hull 4.
  • the hull height adjustment device 5 is interposed between one of the side members 13 of the chassis 2 and the shell 4.
  • said at least one spar comprises a support structure 14 extending towards the inside of the chassis.
  • the device 5 for adjusting the height of the shell is then interposed between this support structure 14 and the shell 4.
  • the support structure 14 is configured to support the device 5 for adjusting the height of the shell and therefore indirectly the shell.
  • said a supporting structure 14 extends towards the inside of the chassis from the lower end of the beam 13.
  • said carrying structure 14 extends towards the inside of the chassis from the upper end of the chassis.
  • the device for adjusting the height of the hull is interposed near, or at one of the ends of, one of the side members.
  • proximity of an object is understood within the meaning of the present invention at a small distance from the maximum length of the object; for example, at a distance less than 25% of the maximum length of the object or at a distance less than 10% of the maximum length of the object
  • the rail vehicle 1 comprises at least two, for example two or four, devices 5 for adjusting the height of the hull.
  • each device 5 for adjusting the height of the hull is interposed between the chassis 2 and the hull 4, in particular between a beam 13 and the hull 4.
  • the rail vehicle 1 comprises at at least two devices 5 for adjusting the height of the hull
  • at least one device is interposed between each beam 2 and the hull 4.
  • the adjusting devices 5 are arranged so that a device 5 for adjusting the height of the hull is located near each of the end platforms.
  • the rail vehicle 1 comprises two devices 5 for adjusting the height of the hull
  • a device 5 for adjusting the height of the hull is interposed between a beam 13, near one of the platforms end 15, and the shell 4; and the other device 5 for adjusting the height of the hull is interposed between the other beam 13, near the other end platform 15, and the hull 4.
  • a hull height adjustment device 5 is interposed between each end of each of the two side members 13 (or near each end of each of the two side members) and the hull 4.
  • the device 5 for adjusting the height of the shell comprises an oblique ramp 10 cooperating with a roller 11.
  • the oblique ramp can cooperate with a second oblique ramp.
  • the oblique ramp 10 is fixed to the chassis and the roller is fixed to the hull.
  • the oblique ramp is fixed to the support structure 14 of the spar 13 and the roller 11 is fixed to the hull 4.
  • an inverted configuration can all be achieved (oblique ramp fixed on hull and roller fixed on the chassis).
  • the oblique ramp supports the roller and therefore indirectly the hull.
  • the oblique ramp is movable in horizontal translation so as to allow the displacement of the shell relative to the chassis and therefore the adjustment in hull height.
  • the displacement of the oblique ramp can be achieved by any means within the reach of those skilled in the art such as a jack.
  • the stroke of the jack allows the oblique ramp 10 to move and therefore the height adjustment of the shell.
  • the support structure 14 extends towards the inside of the chassis 2 from the lower end of the beam 13.
  • the device 5 for adjusting the height of the shell comprises a jack 12.
  • the jack 12 is fixed on the one hand to the frame 2 and on the other hand to the shell 4.
  • the jack 12 is fixed on the one hand to the support structure 14 of the beam 13 and on the other hand to the shell 4.
  • the movable part of the jack 12 can be fixed either to the shell 4 or to the support structure 14 of the beam 13 of the chassis 2.
  • the stroke of the jack allows the displacement of the shell 4 relative to the chassis 2 and therefore the height adjustment of the shell.
  • the support structure 14 extends towards the inside of the chassis 2 from the upper end of the beam 13.
  • the jack supports the weight of the hull and of its load.
  • the rail vehicle 1 comprises a height-adjustable fifth wheel 6 configured to receive the pivot of a semi-trailer. Adjustment of the height of the fifth wheel is carried out in two stages, an initial adjustment according to the type of semi-trailer, then the additional adjustment according to the weight of the semi-trailer. Unlike railway vehicles of the prior art for which the height of the hull is adjusted empty before loading the semi-trailer; according to the present invention, the height of the hull is adjusted once the semi-trailer is loaded. The hull 4, and therefore the semi-trailer loaded in the hull, moves relative to the chassis 2.
  • the inventors have developed a device 7 for adjusting the height of the fifth wheel configured to allow additional adjustment of the height of the fifth wheel 6 as a function of the hull height adjustment.
  • the harness 6 moves over the same distance in order to maintain the pivot of the semi-trailer thanks to the adjustment device 7 for the height of the fifth wheel.
  • the rail vehicle therefore comprises a device 7 for adjusting the height of the fifth wheel as a function of the adjustment of the height of the hull.
  • the device 7 for adjusting the height of the fifth wheel is interposed between the fifth wheel 6 and the chassis 2.
  • the fifth wheel is located on an end platform 15 of the chassis 2 and the adjustment device 7 for the height of the harness is interposed between the end platform 15 and the harness 6.
  • the adjustment device 7 for the height of the harness comprises a jack.
  • the device 7 for adjusting the height of the harness is configured to adjust the height of the harness 6 simultaneously with the adjustment of the height of the shell 4 by the device 5 for adjusting the height of the shell.
  • the rail vehicle comprises transmission means between the device 5 for adjusting the height of the hull and the device 7 for adjusting the height of the fifth wheel so that the device 7 for adjusting the height of the harness can know the displacement in height of the hull 4.
  • These transmission means can be wired or wireless.
  • the rail vehicle 1 comprises means for transmitting the measurement of the distance between the hull and the rails to the device 7 for adjusting the height of the fifth wheel. These transmission means can be wired or wireless.
  • the device 7 for adjusting the height of the harness can be activated by a user, remotely or not.
  • the device 7 for adjusting the height of the fifth wheel is activated automatically during the displacement in height of the shell by the device 5 for adjusting the height of the shell.
  • the rail vehicle comprises transmission means between the device 5 for adjusting the height of the hull and the device 7 for adjusting the height of the fifth wheel. These transmission means can be wired or wireless.
  • the device 7 for adjusting the height of the harness is configured to adjust the initial height of the harness 6 between a plurality of predefined positions, preferably between three positions.
  • the bogies have wheels of conventional diameters. According to one embodiment, the bogies do not have wheels of small sizes, that is to say wheels of diameter less than 600mm or 400mm.
  • the invention also relates to a method of loading a grippable semi-trailer into a railway vehicle according to the invention.
  • the semi-trailer comprises gripping zones allowing it to be moved by lifting means.
  • the height of the shell is adjusted by the device 5 for adjusting the height of the shell.
  • the hull in order to ensure that when the semi-trailer is loaded the gripping areas of the semi-trailer protrude from the upper part of the side members 13 by at least 100mm whatever the state of load of the semi-trailer, the hull is positioned in the highest possible position.
  • the height of the hull is adjusted so that the distance between the rails 8 on which the rail vehicle rests and the lowest part of the hull 4 is about 225mm.
  • the loading method further comprises a step of adjusting the height of the fifth wheel 6 as a function of the adjustment of the height of the shell 2.
  • the height of the harness 6 is modified.
  • the modification in height of the shell 2 is identical to the modification in height of the fifth wheel 6.
  • the adjustment of the height of the fifth wheel 6 is carried out by the adjustment device 7 of the height of the fifth wheel 6.
  • the height of the shell is adjusted by the device 5 for adjusting the height of the shell.
  • the hull in order to ensure that the gripping zones of the semi-trailer protrude from the upper part of the side members 13 by at least 100mm, the hull is positioned in the highest possible position.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
EP19204563.1A 2018-10-30 2019-10-22 Schienenfahrzeug für den transport eines sattelaufliegers, und beladungsverfahren eines solchen schienenfahrzeugs Active EP3659893B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR1871337A FR3087735B1 (fr) 2018-10-30 2018-10-30 Vehicule ferroviaire pour le transport d’une semi-remorque et procede de chargement d’un tel vehicule ferroviaire

Publications (2)

Publication Number Publication Date
EP3659893A1 true EP3659893A1 (de) 2020-06-03
EP3659893B1 EP3659893B1 (de) 2021-05-05

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP19204563.1A Active EP3659893B1 (de) 2018-10-30 2019-10-22 Schienenfahrzeug für den transport eines sattelaufliegers, und beladungsverfahren eines solchen schienenfahrzeugs

Country Status (3)

Country Link
EP (1) EP3659893B1 (de)
ES (1) ES2881726T3 (de)
FR (1) FR3087735B1 (de)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3207087A (en) * 1962-12-19 1965-09-21 Clifford S Goby Railway car having a vertically movable load support platform
FR2534214A1 (fr) 1982-10-06 1984-04-13 Fruehauf France Sa Perfectionnements apportes aux semi-remorques destinees aux transports mixtes rail-route
DE9014816U1 (de) * 1989-11-08 1991-01-17 Costamasnaga S.p.A., Costamasnaga, Como Bahnwaggon mit anheb- und absenkbarem Ladeplatz, insbesondere für den Transport von Straßenfahrzeugen wie Lastkraftwagen u.ä.
FR2680492A1 (fr) 1991-08-21 1993-02-26 Lohr Ind Unite de transport ferroviaire porteuse d'une charge routiere.
FR2751290A1 (fr) 1996-07-16 1998-01-23 Gec Alsthom Transport Sa Vehicule ferroviaire pour transport combine rail-route et rame de transport comportant un tel vehicule
WO2011151784A1 (fr) 2010-06-04 2011-12-08 Lohr Industrie Wagon de transport a interface de compensation de hauteur par rapport au sol et ceci principalement en fonction du poids de la charge a transporter
WO2012014150A1 (fr) * 2010-07-30 2012-02-02 Lohr Industrie Système universel de chargement / déchargement et de transport ferroviaire de semi-remorques routières

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3207087A (en) * 1962-12-19 1965-09-21 Clifford S Goby Railway car having a vertically movable load support platform
FR2534214A1 (fr) 1982-10-06 1984-04-13 Fruehauf France Sa Perfectionnements apportes aux semi-remorques destinees aux transports mixtes rail-route
DE9014816U1 (de) * 1989-11-08 1991-01-17 Costamasnaga S.p.A., Costamasnaga, Como Bahnwaggon mit anheb- und absenkbarem Ladeplatz, insbesondere für den Transport von Straßenfahrzeugen wie Lastkraftwagen u.ä.
FR2680492A1 (fr) 1991-08-21 1993-02-26 Lohr Ind Unite de transport ferroviaire porteuse d'une charge routiere.
FR2751290A1 (fr) 1996-07-16 1998-01-23 Gec Alsthom Transport Sa Vehicule ferroviaire pour transport combine rail-route et rame de transport comportant un tel vehicule
WO2011151784A1 (fr) 2010-06-04 2011-12-08 Lohr Industrie Wagon de transport a interface de compensation de hauteur par rapport au sol et ceci principalement en fonction du poids de la charge a transporter
WO2012014150A1 (fr) * 2010-07-30 2012-02-02 Lohr Industrie Système universel de chargement / déchargement et de transport ferroviaire de semi-remorques routières

Also Published As

Publication number Publication date
FR3087735B1 (fr) 2020-11-20
FR3087735A1 (fr) 2020-05-01
ES2881726T3 (es) 2021-11-30
EP3659893B1 (de) 2021-05-05

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