FR2858959A1 - Road vehicles transporting device, has plate to maintain middle of spacers in transport position where main axes of spacers are in plane that is inclined with respect to horizontal plane containing main axis of wagon traction - Google Patents

Abstract

The device has a plate (4) to receive road vehicles (13). The plate is alternately unhooked at ends of front and rear frames (2, 3) and disengaged from them by a horizontal rotation. The frames are connected by two spacers. The plate seals and maintains middle of the spacers in transport position. The main axes of the spacers are in a plane, at 45 degrees with respect to a horizontal plane containing main axis of wagon traction.

Description

1 2858959 This device is intended for the transport of vehicles

on the railways.

  Devices with this vocation already exist, but they all have major drawbacks. To present them we will group them in three families.

  Small wheel devices that allow the cars to be lowered to fit into existing track gauges. The main disadvantages of these devices are: rapid wheel wear, low commercial speed and very slow loading of vehicles in single file.

  Elevator devices that lower the platform between bogies after loading vehicles. These devices allow simultaneous lateral loading on all wagons, resulting in fast loading. Unfortunately, this type of device is too bulky laterally and runs up against existing channel templates.

  Mid-low, low-bed devices that allow lateral loading while being close to existing track gauges.

  Unfortunately these devices have major drawbacks: For structural reasons, overhang loading-unloading, hooking in a non-zero bending moment zone, chassis désépuré relative to the axis of traction, the length of the tray is limited and can not accommodate standard 40T / 14m vehicles in one piece. In addition, the loading-unloading handling involves the entire weight of the tray and its load.

  When loading and unloading, the device requires precise and simultaneous positioning of all the cars above the rotation tables.

  É Stations of departure and arrival require heavy infrastructure, over large areas, accessible on both sides of the track. They generate interference with the poles of catenaries and other channels.

  É Limited space on the wagon and poor visibility make the loading and unloading of road vehicles very difficult. The raised sides of the platform can block the doors of vehicles and hinder emergency evacuations.

  These can be tricky especially when the road vehicle reaches the middle of the plateau.

  É These cars are difficult to close in order, among other things, to reduce the risk of fire fanned by speed. They are therefore not very suitable for transporting dangerous goods, crossing tunnels, vandalism or discreet transport.

  The device according to the invention overcomes these disadvantages.

  It comprises in fact, according to a first feature, a tray for receiving the road vehicle or vehicles, supported at each of its ends by a frame articulated on a bogie. To reduce the vertical space, the frame and its tray are lowered between the two end bogies, just above the rails. The plate is held at each end by a vertical pivot arranged on the frame. Each end of the tray is designed to be alternately raised and unhooked from its pivot, and then released from the corresponding frame by a horizontal rotation about the pivot of its other end. Once the open end of the chassis, the road vehicle can climb on the plateau in a lateral approach of the car. The opposite movement puts the tray back in place, with or without its loading, on the chassis in the so-called transport position. Unloading is carried out in the same way but from the other end of the plate so as not to change the direction of traffic of the road vehicle. A locking device prevents the tray from escaping the pivots during transport.

  The set of two frames is adapted to the small dimensions of the templates for the passage of existing tracks. It is thus designed in a front part, the front frame, and a rear part, the rear frame, linked by two parallel spacers of rectangular section. A spacer, called vertical, has its largest face in the vertical plane; the other spacer, called horizontal, has its largest face in the horizontal plane. To limit the size, the spacers are thin, which gives them a look and a blade behavior. To give them a directed rigidity, their environments are connected by a transverse square giving the set a form of H lying down. In a variant, the spacers are connected by several equidistant transverse brackets.

  This set u good resistance to axial compression if the bracket is prevented from pivoting in the transverse plane. This is precisely what the device of the invention does by suspending. the horizontal spacer, therefore the corresponding end of the square; on the plateau. Of course, the horizontal spacer is sufficiently flexible vertically to allow the plate to lift -to unhook the pivots and its suspension does not prevent the plate to rotate to disengage the front or rear chassis.

  To further improve the rigidity of the assembly, the plate comes to cap and block the middle of the spacers in its transport position. The buckling resistance of the struts, and therefore their resistance to the traction forces of the wagons, is greatly increased.

  Still for the same purpose, the main axes of the vertical and horizontal struts are substantially in a plane, at approximately 45 relative to the horizontal plane, containing the main axis of traction of the wagon. This arrangement has the effect of transmitting the traction forces between the front and rear chassis without introducing a bending moment in the spacers.

  The tray, according to the device of the invention, has a section close to the shape of a W with strongly asymmetrical wings. A large wing that allows the driver to see the limits of plateau at the height of its door and gives the plateau the maximum resistance to bending. An opposing wing small enough to avoid blocking the doors of road vehicles and allow drivers to leave their vehicle in all circumstances. The raised central part uses the free space between the wheels of road vehicles to play the role of a resistance rib: 4.0 In a search for resistance to bending. with weight gain - and height, the small wing can be designed in a stack of steel sheets, or other high elastic limit materials, assembled by techniques appropriate to these materials.

  In the maneuvers of the device of the invention, the end of the plate can be raised by two telescopic cylinders; two to increase the safety of lifting and congestion; telescopic to further reduce clutter. The interest is to avoid the installation of the lifting device in a pit and allow its installation simply at and between the rails. A frame, not necessarily fixed, distributes the load on the sleepers. After lifting, motorized rollers put the plate in horizontal rotation.

  When the plateau end passes over the platform, it is taken up by motorized rollers installed on the platform which have the distinction of being slightly and alternately over-inclined, in the horizontal plane, with respect to the direction of the pivots of rotation of departure and arrival. Indeed, the same maneuvering device is used at the start and the finish, thanks to a simple shift of the stopping positions of the train at the start and at the finish, hence a position of the pivot of rotation at the start and one on arrival. The advantage of alternating the over-inclination is to oppose the unwanted sliding forces of the rollers and thus to reduce the resultant plateau. A similar arrangement also over-inclines the rollers of the lifting device.

  The wagon, according to the device of the invention, can be completely closed. Indeed a fixed shell covers the lateral face, above the vertical spacer, and about 3/4 of the roof. A door covers the opposite side wall and the remainder of the roof. The combination of a side wall and a part of the roof, gives rigidity to the door. The latter opens up vertically thanks to a system with two pairs of articulated arms on the front and rear chassis. These arms are bent to avoid catenary in high position. Of course the frames are arranged to close the ends of the car. In case the template is not perfectly rectangular, from which a pitched roof or arcuate circle, the fact of integrating a portion of the roof to the door also allows the full opening of the wagon. The interest of a closed car is in security.

  The wagon according to the device of the invention is relatively long and therefore suitable for routes with large radii of curvature. The proposed variant accommodates much smaller radii of curvature. Indeed, the boggie of the wagon and the boggie of the following car are connected and articulated on an intermediate frame. The front frame of the wagon and the rear frame of the next car are hinged to the ends of the intermediate frame outside the axes of articulation of the bogies. At the ends of the train, the front frame of the first wagon and rear of the last wagon will be designed as in the basic solution. An adaptation piece will allow the transition from one to the other type of chassis. This design has the effect of reducing the cord in the curves, the offset relative to the latter and the angle between two consecutive articulated assemblies.

  The accompanying drawings illustrate the invention: FIG. 1 represents, in a cavalier perspective, the device of the invention with its load.

  Figure 2 shows, in cavalier perspective, the device of the invention without its loading.

  3 shows, in a cavalier perspective, the device of the invention without its tray to illustrate the arrangement of the vertical and horizontal struts and the square.

  Figure 4 shows, in side view, the device of the invention to illustrate the arrangement of frames and lugs.

  Figure 5 shows, in section, the device of the invention to illustrate the arrangement of the vertical spacer and the horizontal spacer relative to the axis of traction of the wagon.

  Figure 6 shows the device of the invention, in section at the lug, to illustrate the attachment of the vertical spacer by the tray in the transport position.

  Figure 7 shows the device of the invention in section at the connecting bracket of the spacers.

  Figure 8 shows the device of the invention, in section at a pivot to illustrate its arrangement with respect to the plate and the frame and to show the two transverse reinforcements of the plate.

  FIG. 9 represents the device of the invention, in section at the level of the connecting square, after lifting of the plate and its disengagement of the pin.

  Figure 10 illustrates, in section, the details of the arrangement of the pivot with respect to the plate and the frame and the details of the lifting device and setting the movement of the end of the plate.

  FIG. 11 illustrates the device of the invention, in section at the level of the device for lifting and setting the end of the plate in motion.

  Figure 12 shows, in top view, the device of the invention with its tray in the transport position.

  13 shows a top view of the device of the invention with its tray in the loading-unloading position.

  FIG. 14 illustrates, in section, the details of the support of the horizontal spacer allowing the deflections of the plate and its locking in the transport position.

  Figure 15 represents a top view, the departure station with its platform marked the approach roads of the car.

  Figure 16 shows, in top view, the arrival station.

  Figure 17 illustrates, in top view, the details of the arrangement of the rollers for setting the movement of the end of the tray.

  Figure 18 shows, in section, the device of the invention with its loading in an open wagon.

  Figure 19 illustrates, in section, the device of the invention with its load in its hooded and closed variant.

  FIG. 20 illustrates, in top view, the variant of the invention adapted to short curvature pathways.

  The elements shown in the figures are marked as follows: (1) bogie, (2) front frame, (3) rear frame, (4) plate, (5) rail, (6) horizontal spacer, (7) vertical spacer, ( 8) angle bracket, (8 ') secondary bracket, (8 ") tertiary bracket, (9) front pivot, (10) rear pivot, (11) horizontal spacer bracket, (12) pin, (13) road vehicle, (14) catenary, (15) fixed shell, (16) door, (17) articulated arms, (18) intermediate frame, (20) motorized lifting rollers, (21) telescopic cylinders, (22) return spring, ( 23) lift armature, (24) stationary motor rollers, (25) dock, (26) dock markings, (27) eccentric ring, (28) pivot lock screw, (29) tray lock latch , (41) large wing of the board, (42) small wing of the board, (45) transverse reinforcements of the board.

  For the sake of convenience, some elements are referred to as front or rear but in fact, the device of the invention can flow in both directions and does not have a defined front and rear. Likewise, the device can be used as a large left-hand or left-hand side wing of the driver of the road vehicle, in left-hand drive or in right-hand drive. The figures of arrival and departure stations are also permutable.

  Referring to these drawings, and in particular to Figure 1, the device according to the invention comprises a plate (4) for receiving the road vehicle or vehicles (13), supported at each end by a front frame (2). and a rear frame (3) which roll on rails (5) by means of two articulated bogies (1). These may be of a standard type and not specific to the device of the invention, except a stop limiting the movement of the suspension springs and setting a maximum height unloading.

  Referring to Figures 4 and 12 the plate (4) is held on the frame by two pivots (9) and (10) at each end thereof. Each end of the tray is designed to be alternately raised and unhooked from its pivot, and then released from the frame by a horizontal rotation around the pivot of its other end. Once the open end of the chassis as shown in Figure 13, the road vehicle can climb on the plateau in a lateral approach of the car. The opposite movement puts the tray back in the transport position. Unloading is carried out in the same way but from the other end of the plate so as not to change the direction of traffic of the road vehicle.

  The plate 4 figure4 is maintained on the front frame (2) and the rear frame (3) by two cylindrical pins (9) and (10) surmounted by a conical portion allowing both the rotation and the re-engagement of the tray . Note that these pivots can be indifferently on the chassis or on the plate without changing the operating principle of the device. To overcome manufacturing imperfections, the pivots are adjustable in the horizontal plane on their chassis. By way of nonlimiting example, this adjustment is illustrated figurel0 detail A by an eccentric ring (27) housed in a bore itself eccentric pivot (9), all blocked by a central screw (28). Note that the pivot is replaceable and can be made of hard materials.

  Referring to Figure 3, the front frame (2) and the rear frame (3) are rigidly connected by a vertical spacer (7) and a horizontal spacer (6). The horizontal spacer has a relatively small thickness with maximum inertia in the horizontal plane, against the vertical spacer can be hollow and relatively thicker, while keeping the maximum inertia in the vertical plane. A transverse square (8) binds them rigidly by their middle, giving the whole a shape of H. In a variant the vertical and horizontal spacers are connected by several equidistant transverse brackets (8), (8 '), (8 " ) etc. always in a concern to reduce the clutter and the weight, while keeping a sufficient rigidity.

  With reference to FIG. 6, the spacer structure has good resistance to axial compression if the bracket is prevented from pivoting in the transverse plane. This is precisely what is done by suspending the horizontal spacer (6), so one end of the square, to the plate (4) with a support (11) arranged towards the middle of the wagon. Note that the relative displacements of the middle of the plateau are half of the displacements of its end. The vertical spacer is also sufficiently flexible vertically to allow the plate to lift to disengage pivots. Without support, the horizontal strut would flex under its own weight. Figure 14 illustrates an embodiment of the support (11) of the horizontal spacer.

  The vertical and horizontal spacers are also sized to withstand any axial forces caused by the rotation of the plate. They are thus designed to withstand compressive forces greater than the sliding force of bogies, locked wheels, which is the maximum limit of these efforts. The upper edge of the large wing of the plate extends vertically outside the vertical spacer to hook and come to cap its central portion when the plate down on one of the pivots. The vertical spacer is thus locked in its central part, in the direction of its lowest inertia, which considerably increases its resistance to buckling. Indeed, the resistance to this stress depends on the square of the length and divide by 2 multiplies its resistance by 4. Given the kinematics of the relative movements of the plate relative to the chassis, the styling height is maximum in the middle of the wagon and gradually decreases towards the ends. In the preferred embodiment of Figures 3 and 6, the upper edge of the large wing (41) of the plate (4) cap two pins (12) on either side of the bracket (8) thus blocking the middle of the vertical spacer (7). For reasons of construction accuracy, the position of the two lugs on the bracket can be adjustable by conventional means such as that proposed for the adjustment of the pivots. FIG. 9 shows the clearance of the two lugs (12) and the deflection of the vertical (7) and horizontal (6) spacers when one end of the plate is raised from XX to X'X '. Returning to Figure 6, the support (11) attached to the small wing (42) of the plate (4) has all its stiffness when the plate takes its transport position and caps the central portion of the horizontal spacer. As for the vertical spacer, the central part of the horizontal spacer is locked in the direction of its lowest inertia which also considerably increases its resistance to buckling. Thus maintained by the plate in the transport position, the vertical and horizontal struts can withstand compressive forces greater than the sliding forces of several wagons, wheels locked on the rails which is always the maximum limit of the traction forces.

  Referring to Figure 5, the main axes of the vertical spacer (7) and the horizontal spacer (6) are substantially in a plane TT to 45 relative to the horizontal plane containing the main axis of traction of the wagon. The main axis of traction is substantially the axis of the traction hooks of the wagon. This arrangement has the effect of transmitting the traction forces without introducing a bending moment in the spacers.

  Referring to Figures 2, 4, 6 and 8 the plate (4) has a W-shaped section, profile well adapted to bending on two support points that are the front frame (2) and rear (3).

  The central enhancement that benefits from the clearance between the wheels of road vehicles, plays the role of a resistance rib, while housing the pivots (9) and (10). Two reinforcements (45) at the ends contribute to the transverse stiffness of the plate (4), without changing the final height of the load because they are outside the wheels of the transported vehicle. In the device of the invention, the two outer wings are strongly asymmetrical. The large wing (41) allows the driver of the road vehicle to see its trajectory at the level of its door and brings to the plateau the maximum resistance to bending especially to the right of the square (8) (or squares in the variant with several brackets) as shown in Figure 7. The known techniques of reinforced sail are well adapted to its profile to have all the benefits. The small wing (42) is on the other hand sufficiently small, not to block the doors of the road vehicles and to allow an emergency evacuation in all points of the loading-unloading. Moreover, because of its height, it limits the damage in case of bad maneuvers in the tires of the vehicles.

  Referring to Figure 19, to gain height and weight the small wing (42) may be steel, or other high elastic limit materials. In this case and for shaping reasons, an assembly of several stacked sheets may be preferred.

  Referring to Figure 11, the end of the plate is preferably moved by motorized rollers (20) raised by two telescopic cylinders (21). This design makes it possible to ensure better safety when lifting the platform (4) and especially to considerably reduce the height of the displacement device to the point that it can be installed between the rails (5), without pit, on a frame (23). not necessarily fixed. This characteristic is interesting to minimize the infrastructures of the reception stations to the point of being able to improvise temporary stations. A return spring (22) returns the cylinders and the rollers at rest.

  After initiating its rotation, the end of the plate is taken up by a set of fixed motorized horizontal rollers (24) in sets perpendicular to the rails (5) to be used both at the departure station and the arrival station. To do this, simply shift the stopping point of the train at the start and at the finish. As illustrated in FIG. 15, a marking on the ground (26) on the platform (25) of the departure station assists the prepositioning of road vehicles before boarding. At the arrival station, as illustrated in Figure 16, an equivalent marking is not useful and the boarding aid marking is not a problem. The rollers (20) and (23) have the distinction of being slightly and alternately over-inclined, see Figure 17, in the horizontal plane relative to the direction of the starting and ending rotation pivots. This alternation makes it possible to oppose the inevitable efforts of sliding of the rollers on the plate and to reduce the resultant. Two types of roller assemblies arise depending on whether the first roller is over-inclined relative to the starting or finishing pivot. These two types of assemblies are themselves alternated along the platform, as shown in FIGS. 16 and 17. Even without this self-compensation of the sliding forces, the overall adhesion of the train on its rails, bogies, chassis, power unit, more than half of the trays and their load, is necessarily superior to the sliding forces of half of the trays and their load on the rollers. The train has no chance to move under the action of pebbles. In transverse the force of the rollers for the rotation of the plate induces a transverse resultant on the pivot of rotation. This effort remains relatively low given the lever arms and is added to the transverse forces of sliding of the rollers. But again the lowered level of the pivot leaves no possibility of overturning the car, itself blocked transversely by the cheeks of the wheels resting on the rails.

  Figure 18 shows, in section, the wagon with its plate (4) and its load (13) in the basic version of the device according to the invention. If desired and with reference to Figure 19, the car can be completely closed by a fixed hull (15) extending from the vertical spacer (7) to about 3 / '4 of the roof. A rigid door (16) covers the opposite side wall above the small wing (42) of the plate (4) and the remaining quarter of the roof. The integration of a part of the roof stiffens the door and allows a full opening for some not perfectly rectangular templates. To open it, two pairs of arms articulated on the outer faces of the rear and front frame (2), raise it vertically, low positions u'u 'and v'v' uu and vv high positions. The four articulated arms are bent to avoid the catenaries (14) in the high position. They can, moreover, be motorized by known means: jacks, motors, etc. electric, hydraulic or pneumatic. This variant is more particularly intended for the transport of dangerous or hazardous materials, or simply the passage of tunnels particularly sensitive to fires. The car's volume can be equipped with detectors and intervention means according to known practices and the spaces above the front and rear chassis can be used to store the necessary products and equipment. Of course, in the above, the front and rear chassis are arranged to close the front and rear of the car and to receive a possible fairing. The small spaces between the fixed and moving parts of the wagons, as between the plate and the vertical spacer, will be filled by lap joints according to known techniques, also visible in Figure 19.

  Referring to Figures 8 and 10 a locking device completes the device to prevent the tray (4) to escape its pivots (9) and (10) during transport. Multiple solutions exist. In the shown mode, a half-disk (29) pivots about a vertical axis of the front frame (2) to cover or discover a part of the next tray that we want to lock or unlock.

  The wagon, according to the device of the invention, is relatively long and therefore it is suitable for routes with large radii of curvature. The variant proposed in Figure 20, accommodates much smaller radii of curvature. Indeed, the boggie (1) of the car and the bogie of the next car are connected and articulated on an intermediate frame (18). The front frame (2) of the wagon and the rear frame (3) of the next car are hinged to the ends of the intermediate frame outside the axes of articulation of the bogies. Figure 20 is completed by an arcuate outline showing the axis of a curved track and the position of the different joints, E and F for the bogies relative to the intermediate frame, A, D and G for the intermediate frame by compared to wagons. The relative distances of the hinge pins are such that the result of the support of the cars on the intermediate frame remains between the axes of articulation of the bogies, or between points E and F, with or without commercial charges. This design has the effect of reducing the BC cord of the wagon (gain of the order of 25%), its offset with respect to the curvature (gain of the order 45%) and the angle ADG between two consecutive articulated sets ( gain of 50% order). As an indication, for relatively large radii of curvature R, the approximate values are: BC = root (AD x AD DG x DG + EF x EF), offset = BC x BC / 8 R, angle ADG = (AD + DG ) / 2 A. The front frame of the first car and the rear frame of the last car can be designed as in the basic version. A simple adaptation piece will allow the transition from one to the other type of chassis. Note that the intermediate frame can also receive commercial charges, small vehicles, containers, etc. according to known techniques.

  By way of non-limiting example, the plate has dimensions of the order of 2.8 m for the overall width and 14 m for the length. The maximum height of the road vehicles is of the order of 4 m. The rope of the wagon adapted to the lanes with small radii of curvature is of the order of 13.6 m.

  The device according to the invention is particularly intended for the combined transport of road vehicles by rail. In its closed variant, it is more particularly intended for vehicles carrying dangerous goods, for the passage of tunnels, for protection against vandalism and discreet transport.

Claims (10)

9 CLAIMS   1 Device for transporting road vehicles on a railway track characterized in that it comprises a plate (4), intended to receive the road vehicle or vehicles (13), which can be alternately unhooked at each of its ends from the front carrier chassis ( 2) and back (3) and cleared from these by a horizontal rotation.   2 Device according to claim 1 characterized in that the front frame (2) and the rear frame (3) are connected by two parallel spacers, a vertical spacer (7) having its largest face in the vertical plane and a horizontal spacer ( 6) having its largest face in the horizontal plane, they themselves linked by one or more transverse brackets (8) equidistant.   3 Device according to claims 1 and 2, characterized in that the horizontal spacer (6) is supported by the plate (4) in the middle and that its flexibility is sufficient to allow the plate to lift and release alternately pivots (9) and (10).   4 Device according to claims 1,2 and 3 characterized in that the plate (4) is to cap the vertical struts (7) and horizontal (6) and keep them in their middle position transport.   Device according to claims 1 and 2, characterized in that the main axes of the horizontal struts (6) and vertical (7) are substantially in a plane, 45 relative to the horizontal plane, containing the main axis of traction of the wagon.   6 Device according to claim 1, characterized in that the plate (4) has a W-shaped section with strongly asymmetrical wings, with a small wing (42) of low height, a large wing (41) relatively higher and a central part slightly elevated.   7 Device according to claim 6, characterized in that the small wing (42) of the plate (4) is an assembly of several sheets of high elastic limit materials.   8 Device according to claim 1, characterized in that each end of the plate (4) can be lifted by a device with two telescopic cylinders (21) of small size and rotated by motorized rollers (20) of the same device.   9 Device according to claim 1 characterized in that the end of the plate (4) is taken over the platform by rollers (23) slightly and alternately over-inclined in the horizontal plane relative to the directions of the starting rotational pivots and arrival in sets perpendicular to the rails.   10 Device according to claims 2, characterized in that it is closed by a fixed shell (15) covering the lateral face above the vertical spacer (7) and about 3/4 of the roof and by a door ( 16), covering the opposite side face and the remaining part of the roof, operated by two pairs of arms bent and articulated on the front frame (2) and rear (3).