ES2944301T3 - Equipment and method for sharing undercarriage rail cars with upper chassis or cabs - Google Patents

Abstract

The invention described in this document refers to equipment and a method that allow, autonomously, simultaneously and remotely controlled, to transfer a load between a load transfer receiver and a support structure, which is constituted by a system side load transfer. (27) comprising lifting means, lateral movement means, front hitch system (29) and rear hitch system (34). The lateral movement means are constituted by a movement system (28), the elevation means being constituted by an elevation system (39). (Automatic translation with Google Translate, without legal value)

Description

DESCRIPTION

Equipment and method for sharing lower frame railway cars with upper frame or cabins Scope of the invention

The invention described in this document falls within the field of port and rail transport, more specifically, in the field of passenger and freight transport, that is, in the way in which passenger trains are loaded and unloaded, organized and run. and merchandise.

Context of the invention

The railway is the means of land transport with the greatest capacity to transport goods and passengers. In recent years, first world countries have invested heavily in the development and implementation of high-speed trains (TAV) for passengers who want to interconnect large cities within the same country or have fast connections with neighboring countries. more specifically, in Europe.

However, for the high-speed rail to circulate, it is necessary to have specific design, alignment, and safety standards, and existing roads will hardly be able to comply with these. It is also necessary to build new infrastructure, which is extremely expensive and time consuming. Also, currently, both old and modern trains share the use of the same tracks, run at different speeds and with different control systems. This is especially the case with obsolete trains used for the transport of goods.

The general increase in international container traffic has been overloading the existing railway lines and it is increasingly necessary to have more efficient logistics systems in ports and greater rail transport capacity. In general, to deal with the situation, the frequency and speed of the trains are increased, but for safety reasons, this is not possible on some old tracks.

However, other solutions have been developed. One of them is provided by the present invention, which allows high-speed and freight trains to be used on the same tracks. For this, it uses new, fast and "smart" wagons, self-transforming, which can transport goods and/or passengers depending on traffic demand. These wagons can also quickly change their payload and run at high speeds on existing rail infrastructure.

Background of the invention

There are several documents that refer to systems for use in rail transportation, specifically, systems for self-propelled platforms, as well as methods and equipment for side loading rail cars.

Specifically, document DE4114392 refers to a method and equipment for the side loading of freight wagons;

or GB1166109, which deals with a system for moving, storing and transferring containers;

or GB2305645, which describes a system for transferring wagons of people or goods between different types of transport vehicles, while

document EP1879821 refers to another type of equipment, with lifting devices arranged along the track.

However, no documents were found that mentioned methods such as those presented in this invention and only the few listed above refer to technologies that can be used in the execution of the method that we present on this occasion.

The aforementioned systems differ from the system of this invention in that they do not consider systems with self-transforming wagons, such as vehicles made up of two chassis, both with independent movement capacity and with the possibility of combining and coupling with each other to form a single wagon. Because they are motorized and autonomous, or propelled or towed by a power unit, the upper chassis of the self-converting wagons have their own ability to circulate independently.

The methods of this invention are based on the characteristics of the wagons and the requirements of the necessary infrastructures.

What's more, none of the aforementioned systems allows the lateral movement of standard containers to existing trains autonomously and without adding other platforms on board, as is the case with the «Automatic Guided Vehicle Sliding Side Loading System (AGV-SSL). )”.

Advantages of the invention

To optimize rail transport, it is essential to overcome some of the following conditioning factors:

- Traffic overload of existing infrastructures.

- Increase in freight transport by rail.

- Long deadlines for the construction of new infrastructures.

- Existence of different gauges in neighboring countries.

- High cost of new infrastructures, sometimes underused.

- Inefficiency of rail transport of containers from ports.

- Long immobilization time of railway wagons in ports and logistics terminals to load them with containers:

- The need to increase the parking areas for the collection of merchandise containers in seaports.

The method described in this invention provides a solution for most of the aforementioned problems by combining the use of lower frames with different upper frames. The latter slide over the former and make it possible to quickly change the wagon's payload, whether it is passengers or freight.

This optimization is achieved through a change in the type of trains, since new train loading and unloading infrastructures are introduced in ports and railways, and the way ports and railway stations operate is modified. .

Both the upper and lower chassis can move and circulate independently, and from this aspect, new ways of using the railways are generated.

The self-converting wagons can use both existing and new infrastructures. In order to implement the shared chassis method of this invention, it will be necessary to adapt existing railway stations and logistics terminals.

Brief description of the figures

With the help of the attached figures, it is easy to understand both the referred characteristics and additional ones. It is important to remember that the figures present simple examples and in no way limit the scope of the invention. For illustrative purposes, the dimensions mentioned in the figures of some elements may be exaggerated or out of scale. It is also possible that the absolute and relative dimensions do not correspond to the actual proportions for the execution of the invention.

Figure 1 shows a schematic and perspective drawing of the system proposed in this invention. An expected effect of the system can also be observed: a movable upper frame (3) of a convertible wagon (1) can slide in the observed direction on a lower frame (2) of the transformable wagon (1).

Figure 2 shows the lower chassis (2) and several combinations that represent different ways of assembling the mobile upper chassis (3). The mobile upper chassis (3) can be made up of platforms (4) that transport containers (6) and/or cabins. The cabins (5) can be passenger (5.1) or cargo (5.2), and can be a front passenger cabin (5.1.1), a front cargo cabin (5.2.1), a central passenger cabin ( 5.1.2), a central cargo cabin (5.2.2), a rear passenger cabin (5.1.3) and a rear cargo cabin (5.2.3). Thanks to the modularity of the cabins and containers (6), it is possible to assemble any type of combination with these elements. When necessary, a fairing (7) could also be installed on the cabins or containers (6).

Figure 3 shows the skid platform (9) with a mobile upper chassis (3) that slides towards a lower railway chassis (2.1) to run on a railway track (8).

Figure 4 shows various combinations of wagons (1) with passenger (5.1) or cargo (5.2) cabins and/or containers (6) that can be covered by fairings (7).

Figure 5 shows a charging station (11) in which the mobile upper chassis (3) waits on the sliding platform (9) to slide on the lower chassis (2) and start driving.

Figure 6 shows a passenger station (10) with a skid platform (9) in which at least one upper chassis with cabins for passenger trains is parked and acting as a departure lounge (3.3). When a wagon (1) arrives at the station, an arriving movable upper chassis (3.1) is unloaded by sliding on the skid platform (9), while a movable upper chassis in preparation position (3.2) prepares to slide on the lower chassis (2) parked in the station, waiting to slide.

Figures 7a to 7e show a mixed station (12) for the entry and exit of passengers and the loading and unloading of merchandise alike, in which the preparation of the mobile upper chassis that are assembled (3.4) with passenger cabins ( 5.1) or freight cabins (5.2) is carried out on the different floors (13) of the mixed station (12), either on the same floor or on a lower floor (13.1), on sliding platforms (9). Once in position, the mobile upper chassis located on the elevator (3.5) goes up to the upper deck (13.2), according to the departure sequence and the station schedule.

Figure 7a shows the arrival of two wagons (1) with passenger cabins (5.1), while two mobile upper chassis preparing to slide (3.2) with freight cabins (5.2) wait to depart, in sliding position. In the case of the two arriving wagons (1), the mobile upper chassis (3) will be unloaded onto the skid platforms (9).

Figure 7b shows the movable upper chassis (3.1) of the two arriving wagons (1) being unloaded, while the movable upper chassis (3.2) is being prepared for sliding. The mobile upper chassis being unloaded (3.1) will slide on the skid platforms (9) and the mobile upper chassis preparing to slide (3.2) will be in position to slide on the lower chassis (2).

Figure 7c shows the moment when the movable upper chassis (3.1) is being removed from the arriving wagons (1) and slid onto the sliding spring (9), while the movable upper chassis is preparing to slide (3.2). on the lower chassis (2) which is ready to leave the station. Said change of position was produced by the sliding of the mobile upper chassis that was being unloaded (3.1) and of the mobile upper chassis that was preparing to slide (3.2).

Figure 7d shows two new wagons (1) leaving the station carrying the mobile upper chassis (3) that were being prepared to slide, with a new payload. The mobile upper chassis (3) that were being unloaded go down to a lower floor (13.1) by means of the elevator, while the next mobile upper chassis (3) to be loaded goes up to the upper floor (13.2) by means of another elevator.

Figure 7e presents the next mobile upper chassis (3) to be loaded, already in sliding position.

Figure 8 shows a gauge change platform (14) with a skid platform (9) and two lower frames (2); one rolls on a type 1 gauge (14.1) while the other rides on a type 2 gauge (14.2). A mobile upper chassis (3) slides on the skid platform (9) from a lower chassis (2) that rolls on the type 1 track gauge (14.1) to another lower chassis (2) that rolls on the track gauge. type 2 (14.2).

Figure 9 shows the mobile upper chassis (3) loaded with containers (6) moving autonomously and predetermined to the train loading area (19), and later, it will slide over the lower chassis (2).

Figure 10 shows the arrangement of the multidirectional wheels (22) at the intersection of the longitudinal bars with the crosspieces of a mobile upper chassis (3).

Figure 11 shows a removable upper chassis (27) moving on a multidirectional sliding platform (26). There, the necessary components are identified to carry out the loading and unloading of the container autonomously.

Figure 12 shows a detail of the transfer system (28), the front connector (29), the rear connector (34) and the elevation system (39).

Figure 13 shows in detail the multidirectional sliding platform (26) with the rails (42) on which the removable upper chassis (27), the hydraulic cylinder (43) responsible for the transversal movement of the platform and the optical sensors move. (36) inside the male coupling pins (38).

Figure 14a shows the mobile support structure (46) or the vehicle and the sliding receiver (47) in the process of being aligned.

Figure 14b shows the multi-directional slider (26) with the male coupling pins (38) inserted into the holes of the female coupling plate (49) of the sliding receiver (47).

Figure 14c shows the removable upper frame (27) as it slides onto the sliding receiver (47).

Figure 14d shows the swivel plate (33) of the rear connector (34) rotated 90° to be parallel to the rear side of the container (6).

Figure 14e shows the removable upper chassis (27) moving back until the connecting pins (32) of the rear connector (34) fit into the holes in the rear side corners of the container.

Figure 14f shows the input front connector group (45) of the front connector (29) by moving the forked metal plate (25) from an inclined to a vertical position, by inserting the connecting pins (32) into the front holes of the container corners.

Figure 14g shows the hydraulic jacks (44) of the lifting system (39) when lifting the container that remains suspended by the connecting pins (32).

Figure 14h shows the skid mechanism moving the container back from the skid receiver (47) to the multidirectional skid platform (26).

Figure 14i shows how the hydraulic jacks (44) of the lifting system (39) lower the container, inserting the vertical holes of the corner pieces into the bolts (37) of the multidirectional sliding platform (26).

Figure 14j shows the multi-directional skid platform (26) moving back onto the mobile support structure (46.2) or vehicle, disengaging the male coupling pins from the skid receiver (47) and finishing the skidding process.

Figure 15 presents a fixed platform (50) formed by fixed support structures (46.1) that support the multidirectional sliding platform (26) and the removable upper chassis (27) that loads/unloads the trains.

Figure 16 shows a mobile skid platform (51.1) (51.2) that is made up of two groups of mobile support structures (46.2). One group consists of mobile skid platforms (51.2) without cargo, on one side of the railway, while the other group comprises mobile skid platforms (51.1) with cargo and containers (6) on the other side of the track. iron. When the train arrives, the incoming containers (6) slide on the unloaded mobile skid platform (51.2), while the outgoing containers slide from the loaded skid platform (51.1) onto the freight wagons (47.1).

The figures present the different components of the invention.

1. wagon

2. Lower chassis

2.1.Railway-type undercarriage

2.2.Pneumatic type undercarriage

3. Movable upper chassis

3.1. download process

3.2. In preparation to slide

3.3. In use as a departure lounge

3.4. in assembly

3.5. lift transfer

4. Platform

5. cabin

5.1. Cabin of passengers

5.1.1 Front passenger cabin

5.1.2 Central passenger cabin

5.1.3 Rear passenger cabin

5.2. cargo cabin

5.2.1 Front cargo cabin

5.2.2 Central cargo cabin

5.2.3 Rear cargo cabin

6. Container

7. Fairing

8. Railroad

9. Skid platform

10. Passenger station

11. Charging station

12. Mixed season

13. Floor of the station

13.1. Lower floor

13.2. Upstairs

14. Width change platform

14.1. Gauge type 1

14.2. Type 2 gauge

19. Train loading area

22.Multidirectional wheels

25. Metal plate in the shape of a fork

26. Multi-directional sliding platform

27. Removable upper chassis

28.Transfer system

29. Front connector

30. Support frame

31. Axis of rotation

32. Connecting pins

33. Turntable

34. Rear connector

35. Hinge support plate

36.Optical sensors

37. Retractable lag bolt

38. Male Coupling Pins

39.Elevation system

40. Sliding frame

41. Wheels

42. Lane

43. Zipper

44. Hydraulic jacks

45. Front input connectors

46. Support structure

46.1. fixed support structure

46.2. mobile support structure

47. Sliding Receiver

48.Multi-directional sliding brackets

49. Female coupling plate

50. Fixed platform

51. Mobile skid platform

51.1. mobile skid platform with load

51.2. No Load Mobile Skid Platform

52. Vertical stabilization jacks

Detailed description of the invention

The present invention presents a new method in which new types of railway wagons called "self-converting wagons" are used. These are vehicles composed of a lower chassis (2) that rolls on the railway and a mobile upper chassis (3) that can move independently outside the railway and can be installed autonomously on the lower chassis (2). and thus, create a unique vehicle.

The invention includes the equipment and a necessary method to use self-converting wagons (1), as well as to use fixed or mobile structures capable of sliding and moving mobile upper chassis (3) on lower chassis (2) in train stations or logistics terminals and ports, and includes:

- The chassis sharing method.

- The method of changing from one gauge to another.

- The mobile collection method in ports.

The invention is based on the use of self-transforming wagons (1) together with one of the aforementioned methods.

autotransformable wagons

The self-transforming wagons (1) are made up of two elements: a lower chassis (2) that rolls on the railway and a mobile upper chassis (3) that transports passengers and/or goods.

When distance and relative speed are controlled, several self-converting wagons (1) can travel on the same track with independent destinations, in a row, one behind the other, with a safety distance between them that is calculated based on speed and of the road characteristics.

Rail traffic can be done in a row, on the main rails, with detours for passenger (10) and freight (11) stations, similar to detours for service areas on highways.

The mechanical method for coupling the lower chassis (2) to the mobile upper chassis (3) is hydraulic or magnetic, or any other type as long as it allows the chassis to be locked together. In special or emergency situations, all wagons (1) can be manually operated or towed.

lower chassis

There are two types of undercarriage (2):

- Autonomous and motorized.

- Towed or pushed.

The lower chassis (2) can be of the railway (2.1) or pneumatic (2.2) type and can be motorized, autonomous or with remote control, towed or pushed.

The lower chassis (2) can be equipped with mechanisms that allow transverse loading or unloading of the mobile upper chassis (3) already coupled or about to be coupled. This system also makes it possible to unload a mobile upper chassis (3) to one side, while another mobile upper chassis (3) is loaded on the other side.

The lower chassis (2) is equipped with vertical jacks that allow vertical leveling and laser guidance systems for longitudinal positioning, in order to achieve correct alignment with the mobile upper chassis (3). The four vertical hydraulic jacks (44) also stabilize the lower chassis (2) and guarantee its horizontality during the sliding operation.

The lower chassis (2) has its own means to carry out its longitudinal immobilization with great precision on any loading platform.

The motorization of the lower chassis type (2) of the pneumatic type (2.2) is carried out with any type of motor, both electric and combustion motors.

Mobile upper chassis

Two types of mobile upper chassis (3) are built:

- Motorized and autonomous.

- Those not motorized, towed or driven by external machinery that are coupled to these chassis through mechanical connections.

The mobile upper chassis (3) are made up of sets of platforms (4) that transport containers (6) and/or cabins (5). The cabins (5) can be passenger (5.1) or cargo (5.2). They can be front passenger cabins (5.1.1), front cargo cabins (5.2.1), central passenger cabins (5.1.2), central cargo cabins (5.2.2), rear passenger cabins (5.1.3 ) or rear cargo cabins (5.2.3). Thanks to the modularity of the cabins (5) and containers (6), it is possible to use any type of combination with these elements. If necessary, fairings (7) can be placed on the cabins (5) or on the containers (6). Forward passenger cabins (5.1.1), forward cargo cabins (5.2.1), rear passenger cabins (5.1.3) and rear cargo cabins (5.2.3) can be identical and symmetrical and so on. allow them to be used at either end of the composition and in any direction of travel.

All types of mobile upper chassis (3) can move transversally, longitudinally or in both directions on the sliding platforms (9) prepared for this purpose, specifically but not exclusively, by means of rails (42) or magnetic strips, which allow their exchange and organization on a horizontal plane.

The mobile upper chassis (3) can be autonomous, motorized and remote controlled or circulate with the help of other motorized equipment that allows the load to be transported independently of the lower chassis (2).

The cabins (5) that make up the mobile upper chassis (3) are designed based on their use, namely:

- Passengers

- Ambulance/hospital

- Mail

- Maritime containers

- Refrigerated containers

- Aeronautical containers

- Cargo in small containers

- Transport of car or other vehicles.

The mobile upper chassis (3) is made up of metal platforms (4) formed by longitudinal bars and crossbars where the movement devices are installed.

The mobile upper chassis (3) can move on rails (42), orthogonally, following the two horizontal directions, or on flat surfaces flowing in any direction.

The mobile upper chassis (3) is equipped with multidirectional wheels (22) that are installed at the intersection of the longitudinal bars with the crosspieces, so that a mobile upper chassis (3) with multidirectional wheels (22) is obtained.

The axis of rotation is located inside the mobile upper chassis (3), at the intersection of the longitudinal bars with the crosspieces, and the rotation of the wheels (41) will be free or, it will be in charge of a hydraulic system. In addition, a vertical jack installed on each wheel (41) extends the wheels (41), and puts them in service mode or retracts them and immobilizes the movable upper frame (3).

The mobile upper chassis (3) has a longitudinal extension suitable for the task for which it is designed. When containers (6) are transported, special devices are installed, such as vertical screws or stops on the crosspieces. Said devices can be activated automatically or manually allowing the containers (6) to be coupled and fixed to the mobile upper chassis (3).

During the transport of the cabins (5), the coupling is carried out by means of vertical screws, which block the movement of the mobile upper chassis (3) in any direction and situation.

In the event that the mobile upper chassis (3) is motorized, the sliding movement is carried out with its own movement equipment.

Glide

The sliding of the mobile upper chassis (3) can be lateral ( SSL - Side Sliding Loading) or longitudinal ( LSL -Longitudinal Sliding Loading) and can be done using the sliding platform (9), which has installed the necessary equipment to move the chassis mobile top (3).

The mechanical sliding methods of the mobile upper chassis (3) are, specifically but not exclusively, hydraulic or magnetic and are assisted, whenever necessary, by positional control systems, including but not limited to laser or magnetic stripe.

The sliding platform (9) is a structure built to allow the loading of the mobile upper chassis (3) on the lower chassis (2).

Taking into account the objective of using the self-converting wagons (1) in different types of tracks and stations, such as passenger stations (10) and freight stations (11), specifically, in the existing ones, there are various configurations that allow the systems to be integrated. sliding mechanics to load the mobile upper chassis (3):

- Sliding mechanical systems integrated into the lower chassis (2).

- Sliding mechanical systems integrated into the mobile upper chassis (3).

- Sliding mechanical systems integrated into the sliding platform (9).

- Combined sliding mechanical systems between the lower chassis (2) and the upper chassis (3).

Specific software is used to combine the movements of the lower chassis (2) with those of the mobile upper chassis (3) that are loaded on them.

shared chassis method

The shared chassis method is based on changing the operating mode of the railways by means of self-transforming wagons (1) and skid platforms (9) that allow the exchange, loading and unloading of upper mobile chassis (3) on the lower chassis (2 ), and thus assemble autotransformable wagons (1). Shared use occurs with wagons (1) designed for the transport of passengers, goods or mixed configurations with passengers and goods.

This solution allows each wagon (1) to be configured automatically on the skid platform (9) based on the existing demand for passenger or freight transport, in real time.

The shared use method allows the mobile upper chassis (3) to circulate on any type of track, conventional or high-speed, since the skid platforms (9) can be coupled to the lower chassis (2) that respect the requirements of surveillance and safety standards of any type of road.

passenger stations

The passenger stations (10) allow the operation of lower chassis (2) designed to operate with mobile upper chassis (3) made up of passenger cabins (5.1). These mobile upper chassis (3) can be used as departure lounges, as shown in figure 6. In this case, the mobile upper chassis acts as the departure lounge (3.3) and allows passengers to access the cabins. of passengers (5.1), so they arrive at the station, to start work or rest.

In this situation, when the lower chassis (2) arrives, the mobile upper chassis (3) are already prepared to slide on the lower chassis (2).

Normally, before the loading of new mobile upper chassis (3) made up of passenger cabins (5.1) is carried out, it is necessary to unload other mobile upper chassis (3) towards the opposite side.

charging stations

The loading stations (11) allow the operation of lower chassis (2) loaded with containers (6) and/or loading cabins (5.2).

The loading stations (11) have exactly the same operating method as the one previously presented for the passenger stations (10), but they also have a parking and preparation area (for loading cabins or containers) where the loading is organized. useful following the order of entry on the lower chassis (2).

Combined or mixed stations

In the combined or mixed stations (12) it is possible to load upper mobile chassis (3) with cargo cabins (5.2), passenger cabins (5.1) and/or containers (6).

As the mobile upper chassis (3) have their own transfer means, it is possible to organize them following their entry order on the main road before being driven to the platform.

With the progressive entry into operation of self-converting wagons (1), the trend is for the new stations to be combined or mixed (12), since they allow a better optimization of the use of the track, due to the ease that they provide by interspersing cabins of goods (5.2) between passenger cabins (5.2), eliminating loss of time.

Track gauge change method

Existing methods for changing rail cars (5) from one track with one gauge to another track with another gauge include:

• variable width axles: vehicles can change the width between the wheels

• change the axles of all wagons in special pavilions

The method of changing the track gauge with side slip consists of sliding the mobile upper chassis (3), from a lower chassis (2) that runs on a track with a type 1 gauge (14.1), to another lower chassis (2 ) that circulates on a track with a type 2 gauge (14.2).

This operation will preferably be carried out by sliding the mobile upper chassis (3) to separate it from the lower chassis (2) that moves on a track with a type 1 gauge (14.1) up to a gauge change platform (14), and later, This mobile upper chassis (3) will slide from the gauge change platform to another lower chassis (2) that moves on a type 2 gauge (14.2).

This method is much more economical and practical than those that exist today.

Mobile storage in ports

This new system of lateral slings and its equipment allow the containers (6) to be stored in a different way in ports. AGV-SSL vehicles allow containers to be organized on fixed shock-absorbing structures where AGV-SSL can deposit and collect containers (6) whenever they have to leave the port.

The team

The removable upper chassis (27) is a system that allows railway wagons or other vehicles to be loaded and unloaded autonomously, simultaneously and with remote control.

The removable upper chassis (27) is placed on the multidirectional sliding platform (26) that has the triple function of connecting, lifting and transferring the containers (6). For that, it is equipped with support frames (30), sliding frames (40), transfer system (28) and lifting system (39).

The removable upper chassis (27), which has support frames that vary from two to five (30), surrounds the containers (6), one, two, three or four and can lift or lower the set of containers (6) and move them crosswise between the base of the removable upper chassis (27) and the sliding receiver (47). This can be, specifically, but not exclusively, a railroad car, a semi-trailer, a fixed structure, or any other type of sliding receiver (47). This removable upper chassis (27) and the multidirectional sliding platform (26) are installed on a support structure (46), which can be an autonomous or towed vehicle or a trestle, depending on the functionality that you want to give it.

transfer system

The transfer system (28) is made up of a rigid steel frame inside which there is a sliding frame (40) on which the lifting system (39) moves.

This system allows transferring containers (6) in a transverse position using wheels for transfer (41), preferably incorporated in the transfer system (28) that roll on rails installed on the multidirectional sliding platform (26) and on the sliding receiver ( 47). This movement can also be done by installing a ski under the transfer system (28) and rollers on the multidirectional slider platform (26) and on the slider receiver (47).

For this movement, the use of hydraulic cylinders installed between the multidirectional sliding platform (26) and the removable upper chassis (27) is preferred, to push it towards the sliding receiver (47) and vice versa. Another envisioned way is to use a toothed electric motor on a rack (43) to drive the transfer system (28).

Elevation system

The lifting system (39) is a steel frame guided by sliding vertical frames (40) and moved vertically with respect to the transfer system (28) with the help of groups of hydraulic jacks (44). This frame holds the front connectors (29) and the rear connectors (34) that lift and hold the containers (6).

front connector and rear connector

There are two types of connector systems: the front connector (29) and the rear connector (34), both with connection pins (32) that are inserted into the side holes in the standard corners of the containers (6).

The connection pins (32) have the necessary dimensions to be inserted laterally into the corner holes without letting the containers (6) fall, and without colliding with the twist locks or lag screws (37) that can also be inserted vertically into the holes. corner holes.

The front connector (29) comprises a group of bi-articulated input connectors and a forked metal plate (25) whose slot fits into the transfer system (28). The fork-shaped metal plate (25) has two connecting pins (32) to connect the containers (6), as well as articulated connections at one end to the lifting system (39) and, at the other end, to a group of front input connectors (45). These input connectors (45) have another articulated connection with the transfer system (28). In this way, when the lifting system (39) rises, the metal plate in the form of a fork (25) goes from an inclined position of rest to a forced vertical position, and pushes the plate against the container (6) against the connector rear (34). In this way, the connecting pins (32) cannot detach from the holes in the corner pieces of the container (6).

The rear connector (34) is made up of two parts, a hinge support plate (35) and a swivel plate (33) that can rotate 90° between them. In the rest position, in which the hinge support plate (35) and the swivel plate (33) are substantially coplanar, both plates (35) (33) are juxtaposed, so that the torque does not exceed 60 mm thick and allows the arms of the removable upper chassis (27) to move between the containers (6) that must be placed on the railway wagons at the standard distance of 74 mm between them, as occurs in railway wagons.

In the rotated position, in which the hinge support plate (35) and the swivel plate (33) are almost perpendicular, the swivel plate (33), which has two connecting pins (32), remains parallel to the side of the container (6) and allows these to be inserted into the holes in the corners of the containers (6).

The arms of the removable upper chassis (27) of the set of containers (6) are braced together by steel frames (30) parallel to the side wall of the containers (6) that guarantee the synchronism of the movement of the arms and consequently proper sliding of the containers (6).

Multi-directional sliding platform

The removable upper chassis brace arms (27) slide on a multi-directional sliding platform (26) made of steel bars. The base of the multidirectional sliding platform (26) is connected to the support structure (46) by means of a system of multidirectional sliding supports (48) that allow fine multidirectional adjustment at the horizontal level of the removable upper chassis (27) with respect to the receiver. slider (47).

The multi-directional slider (26) is equipped with male coupling pins (38) that allow the coupling between the multi-directional slider (26) and the slide receiver where the female coupling plates (49) are installed for the sliding process. Inside the male coupling pins (38) laser guidance systems have been installed that allow automatic coupling between the multidirectional sliding platform (26) and the sliding receiver (47).

support structures

The support structure (46) can be a fixed support structure (46.1) or a mobile support structure (46.2).

The fixed support structure (46.1) can be made of concrete or steel and is used to support the multi-directional slider platform (26) which, in this situation, also has built-in lifting systems so that they can be leveled with the slider receiver (47). .

The mobile support structure (46.2) can be autonomous or towed, on tires, steel wheels or tracks, and has vertical stabilization jacks (52) installed, as well as a multidirectional sliding platform (26) to allow its positioning in the three directions of the space with respect to the sliding receiver (47) and stabilize both during the sliding process of the removable upper chassis (27).

fixed platforms

The fixed platforms (50) are composed of fixed support structures (46.1) that support the multidirectional sliding platform (26) and the removable modular upper chassis (27), installed parallel to the railway tracks, on one or both sides. of the track, so that the loading and unloading of railway trains can be carried out autonomously and synchronized. In this case, the multidirectional sliding platform (26) has longitudinal jacks with longer rods to allow its longitudinal positioning with the various types of existing wagon sliding receivers (47).

mobile platforms

The mobile skid platforms (51) are made up of various mobile support structures (46.2) on which the multidirectional skid platform (26) and the removable upper chassis (27) are installed to adapt their geometric characteristics to the approaching train. or to any other type of wagon sliding receiver (47). The mobile skids (51) may be loaded mobile skids (51.1) or unloaded mobile skids (51.2).

To adjust to the different types of existing railway wagons, autonomous or towed vehicles of different lengths will be used so that there is a correspondence with the wagons with which they will operate.

Mobile slip decks (51) can change their location, at any time, in the port or in a terminal, clearing the site of any infrastructure that could affect future port or terminal space configurations.

With this solution, as soon as the train is unloaded, the vehicles on the mobile platform are separated and immediately transport their loads to any other area of the park or terminal.

The removable upper chassis (27) associated with fixed platforms (50) and mobile displacement platforms (51) is an innovation in the railway sector that facilitates the transfer of payload between passenger and freight trains running on parallel lines.

This innovative system has immediate use gauge change stations that can be installed at border posts or terminals. It also allows the transfer of cabins (4) between urban and suburban trains.

In the particular case of containers (6), it allows trains with different lengths and number of wagons to be loaded simultaneously.

Both in the case of the fixed platforms (50) and the sliding mobile platforms (51), it is necessary to carry out a series of movements to carry out the sliding process:

a) The multi-way slider brackets (48) move the multi-way slider (26) to adjust the position of the removable upper frame arms (27) with the wagon slider receiver (47) or any other type of slider receiver (47). .

b) The multidirectional slider (26) moves in the transverse direction so that the male coupling pins (38) of the multidirectional slider (26) engage the female coupling plates (49) of the rail car.

c) The arms of the removable upper chassis (27) are directed to the sliding receiver (47) and leave the transfer system (28) and the lifting system (39) parallel to the smaller sides of the containers (6). d) The rear connector (34) rotates 90° and positions the swivel plate (33) parallel to the side of the container (6). e) The removable upper chassis (27) moves back until the connecting pins (32) of the rear connector (34) fit into the holes of the corners on the rear side of the container (6).

f) The front input connectors (45) of the front connector (29) are activated to move the forked metal plate (25) from the inclined position to the vertical position by inserting the connecting pins (32) into the holes in the corners on the front side of the container (6).

g) The hydraulic jacks (44) of the elevation system (39) are actuated by suspending the container (6) by means of the connecting pins (32) of the front (29) and rear (34) connectors.

h) The removable upper chassis (27) moves back and carries the container (6) from the sliding receiver of the wagon (47) onto the multidirectional sliding platform (26).

i) By closing the hydraulic jacks (44) of the lifting system (39), the container (6) descends while the bolts (37) of the multidirectional sliding platform (26) are inserted.

j) The multi-directional slider (26) is moved backwards so that the male mating connectors (38) are released from the female mating plate (49) the slider receiver (47).

Claims (9)

1. An equipment to transfer load between a sliding receiver (47) and a support structure (46) composed of a removable upper chassis (27) where it comprises: - load lifting and lateral displacement means, the load being a container; The load lifting means consist of a lifting system (39) that includes front connectors (29) and rear connectors (34), both with connection pins (32) intended for connection to the corners of a container (6). ; - the lateral displacement means consist of a transfer system (28); and - a laser system to identify the position of the removable upper chassis (27); where: - the transfer system (28) comprises: - a rigid steel frame made up of sliding vertical frames (40); - groups of hydraulic jacks (44) installed inside the structure of the rigid steel frame configured to lift the lifting system (39); and - wheels (41) used as sliding devices to transport the transfer system (28) to the sliding receiver (47) in a transverse direction to the direction of the container (6); - the lifting system (39): - it is a steel frame mounted on a sliding frame (40) and is configured to move vertically together with the sliding frame (40) by means of groups of hydraulic jacks (44); - the rear connectors (34) are installed on a vertical axis on a hinge support plate (35) and comprise a swivel plate (33) configured to rotate up to 90° horizontally with respect to the hinge support plate (35), to allow the connection of the rear connectors (34) to the container (6) through the connection pins (32); and - the front side connectors (29) comprise a fork-shaped metal plate (25) with two articulated connections at each end connected to the lifting system (39); it is configured to rotate from an outward tilted position to a vertical position by means of the front inlet connectors (45), and thus allow connection to the container (6) through the connecting pins (32). The equipment according to the previous claims, in which the fork-shaped metal plate (25) of the front connectors (29) is connected to the transfer system (28) through a slot. 3. The equipment according to the previous claim in which, in the rest position, the articulated plate (35) and the rotating plate (33) are juxtaposed in such a way that the removable upper chassis (27) can move between the containers ( 6). 4. The equipment according to any of the previous claims in which, in the rotated position, the turntable (33) where two connecting pins (32) are placed remains parallel to the side wall of the container (6) and locked in this position, and/or in which the arms of the removable upper chassis (27) dedicated to the container itself are blocked by a braced steel frame (30) parallel to the side wall of the containers (6) to guarantee the synchronism of their movement and the correct lateral sliding of the containers (6). The equipment according to any of the preceding claims, wherein the arms of the removable upper chassis (27) slide on a multidirectional sliding platform (26) that is connected to the support structure (46) by means of a multidirectional sliding bracket (48 ), for a fine multidirectional adjustment at the horizontal level of the removable upper chassis (27) with respect to the sliding receiver (47). The kit according to the preceding claim, wherein the sliding receiver (47) has a female coupling plate (49). 7. The equipment according to any of the previous claims in which the male coupling pins (38) are arranged in the multidirectional sliding platform (26) for the correct coupling and support between the support structure (46) and the sliding receiver ( 47). The equipment according to the preceding claim, wherein the male coupling pins of the laser guidance system (38) are arranged for automatic coupling of the multi-directional slider (26) with respect to the slider receiver (47). 9. The method of using the equipment referred to in the preceding claims, characterized by comprising the following steps: a) The multi-directional slider brackets (48) translate the multi-directional slider platform (26) to adjust the position of the removable upper chassis arms (27) with the slider receiver (47), b) The multidirectional sliding platform (26) moves in the transverse direction so that the male coupling pins (38) of the multidirectional sliding platform (26) fit into the female coupling plates (49) of the railway wagon, c) The arms of the removable upper chassis (27) are directed to the sliding receiver (47) and leave the transfer system (28) and the lifting system (39) parallel to the smaller sides of the containers (6), d ) The rear connector (34) rotates 90° and positions the swivel plate (33) parallel to the side of the container (6), e) The removable upper chassis (27) moves back until the connecting pins (32) of the rear connector (34) fit into the holes of the corner pieces on the rear side of the container (6), f) The front input connectors (45) of the front connector (29) are activated to move the forked metal plate (25) from the inclined position to the vertical position, by inserting the connecting pins (32) in the holes in the corners on the front side of the container (6), g) The hydraulic jacks (44) of the lifting system (39) are activated by suspending the container (6) by means of the connecting pins (32) of the front (29) and rear (34) connectors, h) The removable upper chassis (27) moves back and carries the container (6) from the sliding receiver (47) on the multidirectional sliding platform (26), i) By closing the hydraulic jacks (44) of the lifting system (39), the container (6) descends while the bolts (37) of the multidirectional sliding platform (26) are inserted, j) The multi-directional sliding platform (26) moves backwards so that the male docking connectors (38) are released from the female docking plate (49), of the sliding receiver (47), to finish the process of side sliding.