Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
  • B61D47/00—Loading or unloading devices combined with vehicles, e.g. loading platforms, doors convertible into loading and unloading ramps
  • B61D47/005—Loading or unloading devices combined with road vehicles carrying wagons, e.g. ramps, turntables, lifting means
• • 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

• This invention relates to a railway waggon comprising on one hand a load carrier composed of at least two separate carrying beams and a platform part extending therebetween, and on the other hand front and rear bogies having wheels for rail ⁇ way rails or railway tracks, the platform part being located on level with or below the carrying beams, which at their opposed ends change into jibs located on a higher level than the beams per se.
• the load carrier being detachably connected with each one of the bogies in order to, in an inactive state in connection with loading and unloading, be displaceable with each end laterally relative to an imaginary geometrical longitudinal axis between the bogies, so that in this way a removal of the load carrier is made possible to a position distanced from the bogie or bogies, in which position a vehicle may be driven on and off the platform part in the area between the carrying beams of the load carrier.
• the rail- way waggons must be constructed in such a way that the whole carriage with the on-loaded lorry manages the so called standard profile cross-section which is used to determine whether a train unit is able to pass, e.g., tunnels, subway crossings, short radius curves, etc.
• a disturbing drawback of the railway wag ⁇ gons of the first category is that an arbitrary road vehicle cannot separately be driven off the train unit, i.e., a given road vehicle cannot be removed from the train unit without that either the vehicle in front of or at the back of the same has first been driven off the train unit.
• This drawback is not inhe ⁇ rent in the railway waggons of the second category, in that in ⁇ dividual platforms may be pivoted or turned relative to the appurtenant waggon without any connection with other waggons in the train unit, but in return of this such railway waggons have other serious disadvantages.
• a primary object of the invention is to provide a railway waggon that makes possible to drive on and off both short and long road vehicles or carriages without any help of special, turnable or pivotable platforms and without any connec- tion with adjacent waggons in the train unit.
• a further object is to provide a railway waggon that makes it possible to drive off a road vehicle in the same direction as when driving it on. In other words, it shall not be necessary to reverse an onloaded road vehicle when driving it off.
• Still another object of the invention is to provide a railway waggon that is simple in its construction and is allowed to comprise bogies with adequately large wheels in spite of the possibility of individual, rational on- and off-driving of the road vehicles. It is also an object to provide a railway waggon that makes possible an individual loading and unloading of the road vehicles without any compli ⁇ cated external facilities. Thus, it shall be possible to load a road vehicle on and unload it off the waggon at arbitrary loca ⁇ tions along a railway track. It is also an object to provide a waggon that manages to transport extremely long lorry sets, i.e., sets comprising not only a pulling vehicle, but also a long trail car.
• railway waggon is previously known of the type related to in the preamble.
• this railway waggon lacks any type of intermediate part between the jibs of the load carrier and the individual bogie, and the load carrier is connected with the bogies via locking bolts that are inser- table into recesses in the bogies, more specifically in con ⁇ nection with their outer corners.
• the joint between the intermediate part according to the invention and the bogie makes a free mobility possible between the bogie and the load carrier and thus a cornering in connection with factual driving.
• Fig 1 is a schematic side view of a railway waggon according to the invention, with an on-loaded lorry set
• Fig 2 is a view from above of the waggon according to fig 1
• Fig 3 is a partial side view showing the coupling of two wag- gons included in a train unit
• Fig 4 is an enlarged cross-section of a load carrier of a railway waggon according to the invention
• Fig 5 is a perspective, exploded view showing a bogie com ⁇ prised in the waggon, an end of the load carrier of the waggon and an intermediate part operating between the load carrier and the bogie
• Fig 6 to 10 are plane views illustrating different application possibilities for the waggon according to the inven ⁇ tion.
• reference numeral 1 generally desig ⁇ nates a railway waggon, which includes on one hand a load car ⁇ rier 2 and on the other hand two bogies 3, 3 ' , each one of which comprising at least four wheels 4 intended to run along a rail ⁇ way track 5 in the form of two separate rails.
• an intermediate part designated 6 which comprises coupling means 7 for the coupling of the individual railway waggon with other waggons in order to form a train unit.
• a lorry set designated 8 in its entirety, which is parked on the railway waggon 1.
• the lorry set 8 comprises both a pulling vehicle 9 and a trailer 10.
• the units 9, 10 are coupled with each other via a pulling arrangement 11.
• the load carrier 1 may also include a sui ⁇ table superstructure, although such one is not illustrated in the drawings.
• fig 4 may be seen schematically how the load carrier 2 is composed of two separate carrying beams 12, 12' and a bot ⁇ tom or platform part 13 extending between them, said part for ⁇ ming the load surface on which the vehicle 8 is received.
• the platform part 13 is situated low relative to the carrying beams 12, 12' . More specifically, the platform part 13 in the example is situated on a level below the lower flanges 14 of the beams.
• the platform part 13 should be located closer to the lower flanges 14 than to the upper flanges 14 ' .
• fig 5 illustrates how the beams 12, 12' at opposite ends change into special jibs 15, 15 ' , which are raised or situated on a higher level in relation with the beams per se.
• the height of the jibs is determined relative to the beams by vertically extending transition portions 16, 16' which like the beam and the jib, comprise a central web and opposed flanges.
• the height of the individual jib over the beam may vary, the height difference according to the example shown in fig 5 is such that the lower flange 17 of the jib is located in a horizontal plane above the upper flange 14' of the carrying beam.
• the carrying beams 12, 12' per se have a considerable length (e.g., within the range of 20 to 26 meters) . Therefore, they should be preloaded to stand the stresses of such heavy objects as a fully loaded lorry set. It should also be pointed out that the beams in the region right between their opposite ends may be somewhat reduced, while forming a slight waist at the middle of the waggon, i.e., the beams shall be slightly arched (concave towards the outside) . In this way, a reliable cornering is guaranteed also at short radius curves along the track.
• the intermediate part 6 is composed of a rectangular, lying plate 19 which along its long side edges is connected with two vertical flanges 20, 20'.
• the framework-forming strong plate 19 is re-Shanged a central long and narrow groove 21 whose length is smal ⁇ ler than that of the plate. In other words, the groove ends at a distance from the short ends of the plate.
• the top side of the plate 19 serves as a sliding surface for two endless chains 22, 22' which are provided with shoulder-shaped carriers 23.
• each chain should comprise two carrier shoulders, as shown in fig 5.
• the chains are reversibly drivable by means of one or several motors 24, e.g. in the form of electrical or hydraulic motors.
• the upper parts of the chains may be driven forwards over the sliding surface in either of two opposite directions.
• a downwardly extending pivot or similar, male-like protrusion 25 that engages into a female-like seat 26 on the top side of the bogie 3.
• the pivot 25 forms a joint that makes possible a pivoting or turning of the intermediate part 6 rela ⁇ tive to the bogie.
• On the outside of the flange 20 are welded a number of box sections which together carry a cross piece 27 with shock absorbers 28 and coupling means ' 7 which have the form of a lug with a hole, which allows for an inter-coupling of the intermediate part 6 with a corresponding intermediate part of an adjacent waggon.
• a cross springer 29 which at its opposed ends is connected with the jibs via a couple of dowels 30, 30' .
• These dowels are built-in in a housing and cooperate with a lifting mechanism, e.g. in the form of a magnetic valve or a hydraulic cylinder, by means of which the dowels may. be moved vertically between upper and lower end posi ⁇ tions.
• a lifting mechanism e.g. in the form of a magnetic valve or a hydraulic cylinder, by means of which the dowels may. be moved vertically between upper and lower end posi ⁇ tions.
• sleeves 31 which can be introduced into recesses 32 of a block 33 located on the underside of the individual jib.
• each block 33 is built-in a further dowel 34, 34' which in a similar way is vertically mobile by means of a suitable lifting mechanism.
• the individual dowel 34, 34' engages into the groove 21 to lock the load carrier 2 relative to the intermediate part 6.
• the dowel 34, 34' is liberated from the groove 21, whereby the appurtenant jib 15, 15' becomes free to move outwards from the framing plate 19.
• the dowels 34, 34 ' should have a diameter that is smaller than the width of the groove 21, in order to make possible a slightly arched motion path for a dowel that is moved along the groove.
• each individual block 33 are external recesses 35 for accomodating the carrier shoulders 23. It should be observed that the axial extension or length of the blocks 33 substan ⁇ tially tallies with the distance between the two flanges 20, 20' . Thus, the blocks form connecting elements that absorb pul ⁇ ling and pushing forces, said elements being between the load carrier 2 and the intermediate part 6.
• each cross beam 36 may be arranged between the carrying beams, viz . one at each end of the load carrier and one in the middle.
• access ramp-like plates 37 at both sides of each cross beam 36 may be arranged access ramp-like plates 37 in order to facilitate the driving-through of vehicle wheels.
• a gate 38 which via a leading arrangement 39 is foldable between a rai ⁇ sed position and a lowered position, in which driving on and off is simplified in spite of possible height differences between the platform part and the surrounding ground or bedding.
• fig 6 is shown how the road vehicle 8 may be driven upon the waggon 1 from a railway platform designated 40. Then the two bogies 3, 3' of the waggon are placed upon the railway track 5' at the same time as the load carrier 2 has been pivoted outwards. In order to make possible this pivoting outwards, it is proceeded in the following way (see again fig 5) .
• one of the two dowels 34, 34' is inactivated so that the appurtenant jib may freely move outwards from the framing plate 19.
• the feeding chains 22, 22' are started, whose rear carrier shoulders 23 carry the adjacent block 33, while the end in question of the load carrier 2 is displaced laterally relative to the bogie in question.
• the cross springer 29 bears against the chain 22 and counteracts tilting tendencies of the end of the load carrier when it approaches its outer end position.
• the bottom 13 of the load carrier as such may be supported in a suitable way during its lateral motion, e.g. by means of special roller devices or slide bars placed on the railway platform.
• the vehicle 8 may be driven upon the platform or bottom part 13 of- the load carrier, with its wheels resting on the top side of said part, which side serves as a loading area.
• the load carrier 2 has a considerable length, a very long lorry set in the form of a pulling vehicle as well as a trail car may be accomodated on the load carrier. After that the vehicle or carriage has been parked on the load carrier, the latter is pivoted back to its original position according to fig 2.
• fig 8 it is illustrated how the driving off of the vehicle 8 from the railway waggon may be accomplished in the same direction as when driving it on. This is the case indepen- dently of if a lateral displacement of the load carrier is made at both ends (according to fig 7) or only at one (according to fig 6) . In other words, the vehicle does not have to be backed when driving it off; something that is particularly advantageous when it comes to vehicles with coupled trail cars.
• fig 9 is shown how the load carrier 2 may be late ⁇ rally displaced in the same direction at both ends. In this way, the load carrier may be parallel-displaced laterally relative to the railway track. Then both driving on and off of the road vehicle may be accomplished parallel to the railway track.
• fig 10 is illustrated how the load carrier 2 may, by lateral parallel-displacement, be transferred from its appur ⁇ tenant bogies on a railway track to two other bogies on a rail ⁇ way track near by.
• This removal possibility is particularly advantageous in connection wih international transports, when it may be desired to freight load objects through different count ⁇ ries with differing track gauges.
• the invention is not restricted solely to the embodi ⁇ ment as described and shown in the drawings. Thus, it is fea ⁇ sible to use other means than specifically a chain in order to accomplish the necessary lateral displacement of the end of the load carrier.
• the shown cross springer absolutely neces- sary for the realization of the invention.
• the essential is that the carrying beams of the load carrier have raised jibs which guarantee that the bottom of the load carrier may be held loca ⁇ ted on a low level, at the same time as the wheels of the bogies may be made full size, i.e., with the normal diameter.
• the load carrier in a suitable way is liberated at each end from the appurtenant bogie, so that it may be laterally displaced relative to the bogie.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Handcart (AREA)
• Jib Cranes (AREA)
• Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
• Lock And Its Accessories (AREA)
• Organic Insulating Materials (AREA)
• Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
• Amplifiers (AREA)
• Fluidized-Bed Combustion And Resonant Combustion (AREA)
• Aiming, Guidance, Guns With A Light Source, Armor, Camouflage, And Targets (AREA)
• Auxiliary Methods And Devices For Loading And Unloading (AREA)
• Bearings For Parts Moving Linearly (AREA)
• Acyclic And Carbocyclic Compounds In Medicinal Compositions (AREA)
• Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)

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Cited By (5)

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Citations (5)

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• 1995
  • 1995-05-26 SE SE9501954A patent/SE503925C2/sv not_active IP Right Cessation
• 1996
  • 1996-04-02 EP EP96915265A patent/EP0869891B1/en not_active Expired - Lifetime
  • 1996-04-02 CN CN96194183A patent/CN1077525C/zh not_active Expired - Fee Related
  • 1996-04-02 WO PCT/SE1996/000429 patent/WO1996037396A1/en active IP Right Grant
  • 1996-04-02 US US08/952,434 patent/US5988073A/en not_active Expired - Lifetime
  • 1996-04-02 CZ CZ19973609A patent/CZ292926B6/cs not_active IP Right Cessation
  • 1996-04-02 PL PL96323494A patent/PL180255B1/pl not_active IP Right Cessation
  • 1996-04-02 DE DE69623989T patent/DE69623989T2/de not_active Expired - Lifetime
  • 1996-04-02 AU AU57078/96A patent/AU5707896A/en not_active Abandoned
  • 1996-04-02 CA CA002221488A patent/CA2221488C/en not_active Expired - Fee Related
  • 1996-04-02 AT AT96915265T patent/ATE224825T1/de active
  • 1996-04-02 HU HU9801280A patent/HU221835B1/hu not_active IP Right Cessation

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