GB2037683A - Railway cars for vehicle transportation - Google Patents

Abstract

Two-loading deck railway cars, particularly of the type including two semi-cars 1,2, are disclosed. The or each car has decks 5,6 and the top deck 6 is associated with lifting and guiding devices which allow it to be displaced and inclined relative to the lower deck 5. <IMAGE>

Description

SPECIFICATION Improvements in or relating to two-bridge railway cars for vehicle transportation This invention is concerned with improvements in or relating to two-bridge railway cars for vehicle transportation. More particularly, the invention is specially, even though not exclusively, applied to railway cars intended for vehicle transportation and formed of two semi-cars having in common an axle or an intermediate bogie.

Railway cars intended for vehicle transportation are known, as having two loading bridges or platforms. In these cars of the prior art the two bridges are fixed, or integral with the remaining structure of the car, therefore forming part thereof.

The location in height (with respect to the iron plane) of the bridges, and particularly of the top bridges, is selected so that the loaded vehicles would allow to take the greatest advantage as possible of the area defined by the railway outline or profile. However, it clearly appears that such a car, due to the provision of the top bridge, cannot be used for the transportation of vehicles of substantial room space such as, for example, large carrying capacity lorries. It also appears that the amount of exploitation or use of said area varies depending on the type or types of vehicles loaded on the car.

Therefore, it is the object of the present invention to improve the railway cars for vehicle transportation, so that not only vehicles of large room space can be loaded, but also the area available within the railay outline or profile can be taken advantage of to an optimum degree.

Moreover, conventional railway cars of this type suffer from serious problems when having to be loaded and unloaded. Thus, cumbersome and heavy ramps or inclines should be available at loading and unloading stations, which ramps or inclines are placed behind the last car of the train and by means of which the vehicles gain access (in loading operation) to the top bridges of the cars, then moving therealong to reach the preselected position of a car.

Obviously, in an unloading operation, such ramps or inclines would serve for the vehicle down-grade from the bridges.

Therefore, it is another object of the present invention to improve railway cars for vehicle transportation so as to avoid the necessity of proper ramps or inclines for loading and unloading of vehicles from the top bridges.

According to the invention, these and still other objects which will become apparent from the following detailed description are achieved by improvements characterized in that the top bridge or bridges of a car are associated with lifting and guiding devices for displacement and inclination thereof with respect to the lower bridge or bridges.

According to a preferred embodiment of the invention, adjacent each of the two ends of the top bridge there is provided a lifting device and such two devices are operably independently of each other, and the guiding devices for the top bridge are provided at only one of such ends.

According to an important aspect of the invention, latch means are provided for clamping the top bridge at different levels, those at the level of that end of the top bridge where such guiding devices are provided forming pivots about which such a bridge can be rotated for loading and unloading operations without the use of proper ramps or inclines.

The invention will be more clearly understood from the following detailed description, given by mere way of unrestrictive example, of a preferred embodiment thereof as shown in the accompanying drawings, in which: Figure 1 is a schematic side elevational view showing a two-bridge railway car for the transportation of vehicles, formed of two semi-cars having in common the intermediate axle; Figures2 and 2A are side elevation views on enlarged scale showing the two lifting devices for one of the top bridges of the railway car of Figure 1; Figure 3 is a sectional view taken along line Ill-Ill of Figure 1; and Figure 4 is a schematic side elevational view showing the guiding means for the top bridge and the latches acting as pivot pins and restraints for such a bridge.

Referring to the figures of the accompanying drawings, a railway carforthe transportation of vehicles therein shown comprises, as well known, two semi-cars 1,2 which are identical and articulated to each other, bearing on a common intermediate axle 3, each of which provided with an outer axle 4 of its own and two loading platforms or bridges 5 and 6.

Since the improvements of the invention are identically and symmetrically applied to each of the semi-cars, the following description will be given in connection with only one of the semi-cars, or semi-carl.

The lower bridge 5 of the semi-car is integral with two substantially vertical and paralllel body sides or side frames, comprising: an upright 7 adjacent to the intermediate axle 3, and two diagonals or braces 8 and 9 joining at the end of a sill or longitudinal member 10 connecting at the other end with said upright 7. The top bridge 6, which is movable relative to the lower bridge, substantially comprises a pair of parallel sills or longitudinal members 11 carrying the loading surface and rails 12 integral with sills or longitudinal members 11.

A structural shape 13 is attached at each of said uprights 7, on the inner side thereof, which is of U-shape in cross-section that remains constant for some length, then widening out at the upper end length 13A (see Figure 2). A roller 14 is guided in each of structural shaped 13 and is cantilever idly carried from sills or longitudinal members 11 of top bridge 6 (see Figure 3). For the control of lifting and lowering operations of top bridge 6 at the side of uprights 7, a horizontal transverse shaft 15 is provided, which is rotably carried on usual bearings by lower bridge 5, provided with ends of square section for the application thereto of a crank, by which the shaft is manually rotated.

Through two bevel gear pairs (not shown) said shaft 15 drives a pair of vertical parallel shafts 17. In turn, each of these shafts drive a horizontal shaft 18 through a bevel gear pair located within a box 19 secured to an inclined bracket 20, the latter being connected to the location at which said upright 7 joins sill or longitudinal member 10. Shaft 18, which is rotably mounted in a bearing 22 fast with sill or longitudinal member 10, is integral with a tube 21, the latter being internally threaded and rotably mounted in a bearing 23 also fast with sill or longitudinal member 10.

A screw 24 is coupled with tube 21 and at the end projecting from said tube carries a fork 25, with a pin 26 mounting thereon a roller 27 extending beween the arms thereof. The ends of pin 26 extend beyond the arms of fork 25, and such ends are guided in slits 28 of a pair of parallel plates 29 secured on sill or longitudinal member 10.

A chain 30 is secured to one end of bearing 23, passes to roller 27 and a transmission roller 31 rotably mounted on bracket 20. The other end of the chain is secured in any known manner to top bridge 6. From the foregoing, it clearly appears that the rotation as manually or otherise imparted to shaft 15 causes the lifting or lowering of the end of the top bridge at the level of uprights 7.

Still at this end of the semi-car and on each side thereof, a blocking device is provided for restraining said top bridge 6 at a plurality of predetermined positions. This blocking device (see Figures 2 and 3) comprises a vertical shaft 32 having an operating lever 33 pivoted thereto. This shaft is rotably mounted on usual bearings 34 and 35 secured to lower bridge 5 and bracket 20, respectively.

At the upper end this shaft carries a fork 36, the arms of which have a long hole or slot. Such holes or slots receive the ends of a pin 37 radially secured within a cylindrical latch 38 guided in aligned holes of three plates (see Figure 3) comprising said bracket 20. Latch 38 is loaded by a compression spring 39 tending to urge it in the direction of arrow B, so as slip it into one of a vertical series of holes 40, 40B, 40C and 40D (see also Figure 4) provided both in a U-shaped guide section 41 having diverging ends, and in a plate 42 secured to sills or longitudinal members 11 and rising therefrom. Section 41 is secured to said plate 42 so that the corresponding holes 40, 40B, 40C and 40D are in line. As clearly shown in Figure 4, guide 41 is located at the level of diverging length 13A of section 13.

The semi-car further comprises a lifting device for the other end of top bridge 6. This device completely follows the concept of that above described, so that like or corresponding parts will be denoted by the same reference numerals followed by letter A.

Therefore, this device comprises a horizontal transverse shaft 15A driving through two bevel gear pairs two inclined shafts 17A, each of which parallel extending to one of the sides of diagonal or brace 8.

Through an articulated connection 50, the drive is transmitted through two spur gears 51 to the threaded cylinder 21A. The rotation of the latter causes the axial displacement of screw 24A and roller 27A and according the displacement of cable 30A secured to the respective end of top bridge 6.

This end of the top bridge may be also clamped at a series of positions by a latch device corresponding to that above described. The only difference is that the perforated guide section 41 is not provided, because not necessary in this case. For the specified reason, the latch device associated with such an end of the semi-car has not been shown, and the representation including parts 32, 33, 34,35, 36, 37, 38,42, 40A, 40B, 400 and 40D is deemed sufficient.

From the foregoing it will be readily understood that the operation of shafts 16, 16A would permittop bring to bridge 6 in contact with lower bridge 5 and to change the spacing and slope of the former relative to the latter.

Assume that motor-vehicles are to be loaded on a train comprising cars of the above described type and that the motor-vehicles are of such a height that for optimum exploitation of the area defined by the railway outline or profile the top movable bridges 6 can be restrained atthe position shown at Z of Figure 4. At this position, the latches 38 os said bridges will be inserted in holes 40C, except for the latches of the bridge of the last semi-car of the train, at which the motor-vehicle loading occurs. These last mentioned latches will be inserted in the immediately underlying holes, that is in holes 40D. Moving by their own engine along the lower bridges 5 of the train, such motor-vehicles will occupy said bridges, so that the top bridges 6 shall be loaded.For the access of the motor-vehicles, latches 38 at the level of braces 8 and 9 are moved from the respective holes 40D and clamped at such a position, for example by means of a device corresponding to that relative to shaft 32, and comprising a level 100 having a fork 101, the arms of which have a radial projection 102 on the shaft inserted therebetween. Then, by rotation of shaft 16A, the corresponding end of top bridge 6 is lowered to bear on lower bridge 5. During this movement, the top bridge rotates about latches 38 provided at the level of uprights 7 and inserted in holes 40D. Being in the diverging lengths 13A of guides 13, rollers 14 are accordinglyfreeto rotate.

When bearing on lower bridge 5 occurs, the end R of the top bridge located atthe level of the intermediate axle 3 is substantially flush with the adjoining upper plane 5 (Z), which avoids detrimental impacts against the motor-vehicles when the latter are loaded on the top bridges. Thus, care is taken for avoiding this by suitably sizing the parts and the location for holes 40. Accordingly, the motorvehicles can gain accesso to the top bridges or decks through the end bridge or deck which is operative as a loading ramp or incline. The last motor-vehicles are loaded and clamped in any known manner at this end bridge or deck, the lowered end of which is then lifted and clamped by insertion of the relative latches 38 in holes 40C. After withdrawal of the relative latches, the other end is lifted to a degree sufficient for insertion thereof in holes 40C, this top bridge or deck being thereby flush with the other bridges or decks.

Should the height of the motor-vehicles to be loaded exceed that corresponding to the position Z for the top bridges or decks, the latter may be restained to positions P and Q, at which latches 38 will be inserted in holes 40B and 40A, respectively, while for providing the required access or descent ramp, the last top bridge or deck 6 will be restrained during its rotation in the immediately lower hole, that is 40C and 40B respectively, and upon loading completion be then also clamped in the holes of the other bridges or decks. The ramp positions for the last top bridge or deck are shown at S and T of Figure 4, respectively.

It is also apparent that guides 13 are effective to prevent longitudinal displacements of the top bridges or decks during lifting and lowering operations, which are carried out when they are restrained by the latches located at upright 7. Instead, these side movements are prevented by guide 41 when rollers 14 are in the diverging length 13A of guide 13.

It should be noted that, when the latch is removed from the holes, it remains between the walls of guide 41, restraining it against unacceptable transverse movements.

Claims (6)

1. Improvements in or relating to two-loading bridge or deck railway cars, particularly those comprising two semi-cars, each of which having two loading bridges or decks, characterized in that the top bridge(s) or deck(s) of the car are associated with lifting and guiding devices allowing the displacement and inclination thereof relative to the lower bridge(s) or deck(s).

2. Improvements according to Claim 1, characterized in that adjacent each of the two ends of the top bridge or deck a lifting device is provided, and such two devices are operable independently of each other, while the guiding devices for the top bridge or deck are provided adjacent to only one of said ends.

3. Improvements according to Claim 1, characterized in that latch means are provided for clamping said top bridge or deck at different levels, those located at that end of the top bridge or deck where said guide devices are provided, forming pivots about which said bridge or deck can be rotated for loading and unloading operations without the use of special ramps or inclines.

4. Improvements according to the preceding claims, characterized in that said guide devices comprise at each side of the car a pair of guides alternately use for the bridge or deck guide, one of which having slidably mounted therein a roller associated with the top bridge or deck and in the other the latch means at removed position, the latter guide extending for a length at least approximately corresponding to a length in which the first guide has a diverging length.

5. Improvements according to the preceding claims, characterized in that the lifting devices comprise a chain connected at one end to a fixed location and at the other end to the top bridge or deck, and said chain passes on a roller movable transversely of its axis through a mechanical connection comprising screw means.

6. A two-bridge or deck railway car substantially as described herein with reference to and as illustrated in the accompanying drawings.