Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
  • B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
• • 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
• • 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

Definitions

• the invention relates to a transport and loading / unloading system formed by a plurality of wagons and loading / unloading stations for road vehicles, parts of these vehicles or more generally road loads on wagons of a railway train as part of combined rail / road transport also known as alternative transport.
• the invention also relates to the loading / unloading process using the successori of stations and wagons together forming the means necessary for this purpose.
• rail / road transport which provides for long-distance transport of road vehicles loaded with goods by rail, while local transport remains in its traditional form.
• containers, swap bodies, trailers or vehicles are loaded into wagons and then unloaded from them at railway station terminals.
• This solution also has the significant disadvantage of requiring the transport of the tractor which, if it was separate from its trailer or semi-trailer, could be used for other road transport.
• the owners of tractors and trailers or semi-trailers are not the same and do not necessarily have the same idea of profitability of their equipment.
• Another category of solutions more particularly intended for road containers, but also for trailers and semi-trailers, relates to the handling of the road load by external means from a quay where they are abandoned by the tractor or the truck to load them in a wagon.
• This category uses heavy and expensive equipment to purchase, maintain and consume energy. In addition, they require the presence of a specialized operator.
• Yet another category of solutions in which the present invention relates relates to the individual loading of the complete vehicle or only of its trailer or semi-trailer, and more generally of a road load, by its driving energy or that which linked to him with the help of driver of the vehicle to which it is attached.
• One solution is to provide a wagon with a fixed supporting structure mechanically connecting the two end platforms and carrying a movable floor which supports the road load.
• This mechanical linkage carrying structure represents a substantial additional thickness contrary to the requirements of thin thickness allowing maximum use of the railway gauge downwards.
• the general field of the invention is that of combined rail / road transport systems in which the wagons comprise a pivoting rail structure carrying the road load, this carrying structure being mounted on and assembled with two end platforms each carried by a railway bogie.
• the transport systems using this type of wagons differ according to whether the ends of the carrying railway structures are releasable or not from the end platforms and in particular releasable both.
• the object of the present invention is to simultaneously satisfy the two main objectives of keeping the end platforms in place and therefore the bogies during the loading and unloading operations and to make the most of the railway gauge.
• the invention also aims to carry out the loading and unloading operations without heavy external or on-board equipment while taking advantage of the advantage of an energetically independent road load, that is to say which can be moved or moved. by its own means or by the means which are normally linked to it.
• Another object of the invention is to allow individual or selective loading / unloading for all the wagons of the same train.
• the interesting invention must simultaneously satisfy the various conditions and requirements relating to the loading and unloading of road loads on or from railway structures, this in a minimum of time and with the greatest possible convenience for the operators, while respecting safety requirements and profitability in this change of transport mode.
• the first object of the invention is to admit a road load to the road gauge and to register the wagon transporting this road load in the railway gauge. Due to the maximum dimensions allowed by rail and road gauge, it is necessary to gain useful loading height on the wagon.
• the underside of the railway support structure is thus placed as low as possible and this railway support structure is produced with a thin floor, in any case as thin as possible taking into account the requirements of mechanical strength.
• Another essential aim concerns the ease and speed of replacing the railway carrying structure after the opening and closing operations of the wagon during the loading / unloading phases and the appearance of the individual loading / unloading in parallel with the cars.
• Freed from the link that the supporting structure represents the bogies move due to the existence of residual forces in the couplings, in the buffers, in the suspensions and other devices. They can also move due to movements of access to, movement on and removal of the supporting structure or even shocks.
• This drawback is overcome by assigning the end platforms a position given by means of retaining means on the ground or by maintaining the spacing thereof at a constant distance.
• An additional aim is that of not encroaching on the useful loading volume of the wagon by the presence of means and equipment for handling the load and the railway structure carrying the road load. These means would clutter the wagon and would require on-board ancillary energy sources.
• the road load moves by its own means during the loading and unloading phases and the power actuators necessary for the maneuvers are external to the wagon and supplied with energy by external sources.
• This energy independence between the wagon, the load and the actuation means makes it possible to lighten the wagon and to simplify the distribution of energy.
• the drive means are on the railway infrastructure and on the road load or its tractor.
• Yet another object is to limit the useful driving stroke of the lifting means of the carrying railway structure. Indeed, given the importance of the masses involved, any additional length of the stroke of the release means, for example by lifting, generates new much greater efforts resulting in an additional cost of energy consumed and oversizing of the equipment.
• the lifting movement of the carrying railway structure after having compensated for the crushing of the suspensions, continues with a useful stroke of small amplitude, just necessary for the dissociation of the connections between the railway carrying structure and the platforms.
• end forms for example the release of the ends of the supporting structure from their housing in or supported on the end platforms.
• Another additional object concerns the passage of tensile forces. These must be fully supported by the supporting structure and its connections with the end platforms to avoid the use of an additional lower structure of high mechanical strength representing significant overweight and additional thickness.
• the present invention uses the supporting structure to transfer the tensile forces to the other end of the wagon.
• the object of the invention is to place the wagons of the train in an adequate position with respect to the track and platform equipment so that the means of loading / unloading can be implemented easily and quickly.
• the invention also aims to achieve a particularly resistant wagon, not only to all the efforts it can endure during its operation, but also to all the exceptional efforts related to loading and unloading operations and maneuvering. large loads such as those of road freight vehicles.
• Another object of the invention is to propose a load-bearing railway structure in which the load enters by its own means, this supporting structure being replaced on the wagon by a means of support external to the wagon and independent of energy thereof.
• the invention simultaneously aims at all the aforementioned aims and provides an effective and reliable global solution which overcomes the majority of the drawbacks of the previous embodiments.
• the invention relates to a combined rail / road transport system formed by at least one railway, wagons and loading / unloading stations, characterized in that each wagon consists of two platforms d end and of a railway structure carrying a road load pivotally mounted on this wagon and connected to the end platforms by separable and lockable connections of rigid assembly and in that each station is equipped on the ground and level of each loading / unloading location of at least one lifting and lowering means and at least one pivoting drive means of the carrying structure allowing the dissociation and the pivoting towards the quay, the latter being equipped recovery and reception means in order to continue pivoting on the quay, the assembly comprising retaining means in position and in presentation of the end platforms, position in which el are found when the wagon is in the dissociated state.
• FIG. 1 is a general plan view of a rail / road station terminal for combined rail / road transport in which the system according to the invention is inscribed;
• FIG. 2 is a plan view of several wagon loading / unloading locations in place;
• FIG. 3 is a simplified schematic view in perspective of a loading / unloading location and its equipment on the ground without a wagon with schematic illustration of the obliquely pivoted position of the carrying railway structure;
• FIG. 4 is a general schematic perspective view of the assembly of a wagon with a supporting structure in a position separated from the body of the wagon in a version with central pivot center;
• FIG. 5 is a general schematic perspective view of the assembly of a wagon with a supporting structure in a position separated from the body of the wagon in a version with an end pivot center
• Figure 6 is a general perspective view of the assembly of a wagon with a supporting structure in a position separated from the body of the wagon corresponding to a practical embodiment with central pivot center and longitudinal junction element between the two platforms end
• FIG. 7 is a perspective view from below of one end of the carrying railway structure, more particularly showing the support and running track;
• FIG. 8 is a simplified and schematic general view of a wagon equipped with a retaining link between end platforms;
• Figure 9 is a schematic cross-sectional view showing a form of the retaining and connecting device in the retracted position in the floor housing with figuration of the lower part of the railway gauge;
• Figure 10 is a simplified overall perspective view from above and obliquely of an embodiment of one invention with central pivot center;
• FIG. 8 is a simplified and schematic general view of a wagon equipped with a retaining link between end platforms;
• Figure 9 is a schematic cross-sectional view showing a form of the retaining and connecting device in the retracted position in the floor housing with figuration of the lower part of the railway gauge;
• Figure 10 is a simplified overall perspective view from above and obliquely of an embodiment of one invention with central pivot center;
• FIG. 11 is a simplified overall view in perspective from below and obliquely of an embodiment of the invention with a central pivot center;
• Figure 12 is a perspective view in detail obliquely and from above of the central part of the longitudinal junction element corresponding to the embodiment of Figures 10 and 11;
• Figure 13 is a perspective view in detail obliquely and from below of the central part of the longitudinal junction element corresponding to the embodiment of Figures 10 and 11;
• Figure 14 is a schematic cross-sectional view of the supporting railway structure and the longitudinal connecting element;
• Figures 15 and 16 are schematic views in longitudinal section illustrating the operation of the pivot center;
• Figures 17 to 19 are schematic cross sections showing other sectional shapes of the retaining and connecting device;
• FIG. 20 is a perspective view of the assembly link at the ends of the carrying railway structure seen from below;
• FIG. 21 is a perspective view of the assembly link at the ends of the carrying railway structure seen from above;
• FIG. 22 is an enlarged detail view of the locking mechanism of the assembly link separable from the ends of the carrying railway structure seen from one side;
• Figure 23 is an enlarged detail view of the locking mechanism of the assembly link separable from the ends of the supporting railway structure seen from the other side;
• Figure 24 is an overall perspective view of the lifting device according to the invention seen obliquely and from above;
• Figure 25 is an overall perspective view of the lifting device according to the invention seen obliquely and from below;
• FIG. 26 is a perspective view showing the device according to the invention, the support and rolling track and diagrammatically the end of the carrying structure of the wagon with which the motorized rollers of the device come into lifting and rolling contact according to the invention;
• Figures 27 to 30 are diagrams showing the different operating phases:. in the low retracted rest position (Figure 27). lifting motion without load (figure 28). contact with the underside of the wagon ( Figure 29). elevation movement under load (Figure 30)
• Figure 31 is a schematic view corresponding to Figure 30 in which has been shown a device for retaining an end platform mounted on this device, Figures 32 and 33 are respectively side views and a half top view of an example of a centering or positioning device.
• This invention is linked to wagons with a pivoting load-bearing railway structure and in particular to a system using a particular wagon of this type with all of its variants subject to a parallel deposit to which reference should be made here.
• the present invention relates to wagons for combined rail / road transport, also called alternative transport, with a pivoting rail structure carrying the road load, regardless of the position of the pivot center on the wagon. This can indeed be central, end or intermediate.
• the general aim is to be able to carry out loading / unloading operations in a minimum of operating comfort and time by obliquely placing the carrying railway structure of sufficient amplitude.
• FIGS. 4 and 5 two basic general variants of the wagon according to the invention have been shown, differing only in the position of the pivot center of the carrying railway structure. These variants will be used for the following general description of the invention by its general means.
• the invention proceeds from the general inventive idea which consists, for a pivoting railway structure carrying the road load of a combined rail / road transport wagon, to disassemble the end platforms of the wagon by at least one of its ends while remaining mounted on its pivot center to arrive after pivoting at an oblique position of loading / unloading, the ends of this side completely detached from the end platform, then to find after reverse pivoting the integrity of the wagon after quick, easy and safe assembly guaranteeing a rigid connection between the end platforms and the supporting railway structure.
• the typical wagon 1 has two end platforms 2 and 3 supported by one or more bogies or one or more axles 4 or 5. These end platforms 2 and 3 are connected together by a supporting railway structure 6 which forms one with the latter at its ends by means of rigid assembly links, these links being separable and lockable.
• the supporting railway structure 6 is a receptacle body formed by a low floor 7 in particular of thin thickness with a flat bottom 8 or otherwise shaped for example having a longitudinal housing 9 recessed in the form of a tunnel 10.
• the supporting railway structure 6 comprises in addition two protective side walls 11 and 12, for example of low height, delimited upwards by upper longitudinal members 13 and 14 extending beyond the body to end in ends such as 15 technically shaped so as to come bear on and block in complementary receiving conformations 16 provided in the receiving structure opposite the corresponding end platform or each end platform 2 or 3 in order to constitute in the assembled state a connection separable from rigid assembly through which all the traction forces and those from rolling movements pass.
• Wagon 1 in the closed state thus forms a solid and rigid mechanical assembly identical to a wagon in one piece.
• the wagon also has longitudinal lower edges 17 and 18, transverse end plates 19 and 20 and access spoilers 21 and 22.
• the floor 7 of the support structure 6 is thin and located most as close to the ground as possible.
• this thin floor is shaped or constructed to form in the longitudinal central area where the road load does not carry the recess 9 in the form of a tunnel 10 in which is housed a longitudinal connecting element 23 connecting mechanically the two end platforms 2 and 3 to guarantee that these platforms are kept in their original position during loading / unloading operations.
• This tunnel 10 brings a stiffening effect to the floor 7 and allows the routing of cables and fluidic conduits.
• the end platforms 2 and 3 may have on their face turned towards the inside of the wagon a return 24 directed downwards on the upper part of which is shaped a shoulder 25.
• the receiving structures 16 on which bear the ends 15 of the supporting railway structure 6 are shaped at the ends of this shoulder 25 opposite the ends of the supporting structure.
• the supporting railway structure 6 also comprises, on the underside of at least one of its access ends, means intended to cooperate with an external means of lifting and pivoting drive.
• the wagon 1 comprises any means of retaining the end platforms in their original position at a distance from each other during the movements and maneuvers linked to the loading / unloading operations, by example the longitudinal element 23 of mechanical connection, to allow the supporting structure 6 to be easily assembled by the separable links of rigid assembly by easily finding the exact position of engagement, latching or engagement parts to assemble and lock.
• the carrying railway structure 6 is permanently connected to the only end platform 2 or 3 by an element with a pivot function.
• the latter carries it by mechanical fasteners and the connection with the corresponding ends of the carrying railway structure is effected, for example, by means of a pivoting twin crossmember.
• the latter receives at each of its ends a corresponding end of the carrying railway structure.
• the carrying railway structure is lifted by its other end with a view to its dissociation from the adjacent end platform and its movement towards and on the platform.
• the connections between the ends of the carrying railway structure 6 and the corresponding end platform are separable while on the opposite side, that is to say that of the pivot center 26, the same connections are inseparable but provided with at least one degree of freedom to allow one inclination of the supporting railway structure 6.
• the lifting of dissociation or disassembly of the ends of the carrying railway structure is preferably carried out simultaneously at each of the ends by any suitable means, preferably external to the wagon, for example a device for lifting and pivoting drive, not shown, with lifting cylinders and rollers movable vertically and motorized to lift and then drive the supporting railway structure in pivoting towards the loading / unloading platform.
• this structure will have on the underside at at least one or each of its ends a flat track 29 for bearing and rolling, for example in an arc centered on the pivot center, allowing the lifting and driving work by the motorized rollers of this device.
• the separable rigid assembly links between the ends of the supporting structure 6 and the end platforms 2 and 3 can be produced in different ways. Their general function is to allow the supporting railway structure 6 to be one with the end platforms 2 and 3 of the wagon so that all the traction forces and those linked to running pass through them. Thus, these separable links of rigid assembly must have high mechanical strength but also great security and reliability. An interlock is therefore provided to guarantee that the closed state is maintained during transport.
• a double bond as shown in FIGS. 20 to 23 will be described by way of non-limiting example, and as provided for a practical embodiment.
• the ends 15 of the upper longitudinal members 13 and 14 of the carrying railway structure 6 are extremely short arms called ends which are formed into hook structures as well as those formed at the end of the lower longitudinal edges 17 and 18 of the wagon thus forming each time a short composite end 30 in double hook, the upper 31 and the lower 32.
• These short composite ends such as 30 in double hook cooperate for the rigid closing assembly or the opening disassembly of these separable links with complementary structures or conformations 33 provided opposite on the end platforms 2 and 3.
• the upper hooks and their receiving structure support the vertical load and transmit the tensile forces while the lower hooks and their receiving structures are intended to overcome the tilting torque.
• Closing security is ensured by an automatic locking device 36 in the form of a curved locking finger 37 pivotally mounted and actuated in closing by a return spring and tilted in opening by a non-visible motor mechanism, for example at compressed air, available on the wagon.
• This automatic locking device 36 acts only on the upper hook.
• each upper hook of the support structure has a recess 38 delimiting a receptor space open at the front. This open receiving space is traversed in the middle part by a transverse rod on which the locking finger 37 comes to bear.
• the end platforms each have on the inside of the wagon the return 24 downwards comprising one upper transverse shoulder 25 in each of the ends of which the complementary reception structures and conformations 33 are shaped in hooks.
• the wagon includes means for holding the end platforms in their absolute or relative original position.
• this is for example the longitudinal mechanical connection by the longitudinal connecting element 23 connecting together at a low level the two platforms end shapes each supported by at least one rail bogie.
• This longitudinal connecting element 23 has no other main purpose than to mechanically connect the two end platforms 2 and 3 together so as to retain them in their initial position during the loading and unloading phases.
• the longitudinal connecting element can be made in thin thickness so as not to penalize the dimensions of the wagon and of the load relative to the railway gauge.
• this longitudinal connecting element remains projecting outside the floor 7. According to another embodiment which will be developed below, it is housed in the longitudinal housing 9 set back in the form of a tunnel 10 fitted, formed or shaped in the floor 7 of the carrying railway structure 6. Due to its length and the small thickness of its section, this longitudinal connecting element 23 tends to bend downwards in its central part 39. This bending causing a downward protrusion which can put the assembly out of shape, it is necessary to recall this element 23 upwards in its central part 39, for example by a simple fixing or a connection in the central part lower of the supporting railway structure 6.
• the longitudinal connecting element 23 in u n recess 9 in the form of a longitudinal central tunnel 10 formed in the floor 7 of the carrying railway structure.
• This tunnel 10 also makes it possible to pass the pressurized fluid conduits and the electrical connection cables from one end platform 2 or 3 to the other.
• this tunnel 10 is provided in an area of the floor 7 which does not interfere with the loading.
• This longitudinal connecting element 23 fulfills its main function of retaining in position the end platforms 2 and 3 in their initial position during the loading / unloading maneuvers to ensure the speed and convenience of the rigid assembly between the plates end shapes and the composite ends 30 of the carrying railway structure in all the positions of the pivot center thereof.
• the invention is aimed not only at railway structures pivoting around their center but also around one of their ends or at any location.
• the longitudinal connecting element 23 fulfills a second technical function when the pivot axis is central. This is to support the pivot center. Therefore, for this type of variant, the central part 39 of this element becomes more complex.
• An example is shown in Figures 10 to 16, however, a central pivot 28 and a means to release the connecting element 23 are sufficient in the case of a tunnel 10.
• the central part 39 fulfills three functions simultaneously, namely that of securing the longitudinal connecting element 23 to the supporting railway structure 6, that of supporting the central pivot center 28 around which the supporting railway structure 6 and finally that with associated means of achieving the release of the longitudinal connecting element 23 from its housing 9 provided in the form of a tunnel 10 in the floor 7 of the supporting railway structure 6.
• the central part 39 of the longitudinal connecting element 23 is mounted suspended on the roof of the tunnel 10 from the floor of the carrying railway structure 6.
• a metal blade 41 of domed suspension with spring effect is mounted immobilized in abutment at each of its ends by three fixed points along which it can move by its longitudinal edges and along a central longitudinal guide slot. 42 and 43 existing on either side of a central transverse central zone.
• the convex shape of this blade leaves a clearance space 44 located between the roof of the housing 9 in the tunnel 10 and the opposite face of said metallic suspension blade 41.
• This clearance space 44 is occupied by a release motor assembly 45, for example with pneumatic energy, comprising a pair of pneumatic bellows 46 and 47 as shown in FIGS. 14 to 16.
• This metal blade 41 for suspension carries, through the motor assembly 45 for release, the central pivoting center 28, for example in the form of a pivot block 48 on which the longitudinal connecting element is fixed, for example by screws such as 49 and 50, thus forming a complex connection assembly.
• the structure of the longitudinal connecting element 23 is thin and various shapes of section are possible, from shapes with rectangular section 51 as shown in FIG. 9, to thin ribbed or folded shapes, some examples of which are shown in Figures 17 to 19.
• FIG. 17 The particular shape shown in Figure 17 will be preferred. It is a generally flat shape 52 whose longitudinal edges are shaped into hollow tubes 53 and 54, for example of circular section serving as a pipe for pressurized fluids either directly or as protective and passage spaces for electrical or other conduits or cables.
• the wagon has at least at one of its ends a predisposition to the retention of these platforms by an external means existing on the track or along it. and integral with the ground.
• the wagon also includes a predisposition to the action of an external device for lifting and pivoting drive in the form of the support and rolling track 29 present on the underside at at least one end of the railway structure.
• carrier 6, a practical example of which is shown in FIG. 30.
• This bearing and rolling track is produced for example in the form of a flat transverse plate 58 attached by joining it by welding to the adjacent elements of the chassis of the carrying railway structure. Due to the pivoting nature of the movement of this support structure, the track 29 has a generally curved shape, for example in an arc, the center of which is that of the central pivot center or the like.
• Another predisposition of the wagon relates to maintaining the end platforms 2 and 3 in the longitudinal position but also and simultaneously in tilting after the pivoting movement of the supporting structure.
• the overall operation of the invention is as follows.
• the motor assembly 45 of bellows release is actuated which, by inflating and bearing on the roof of the housing 9 in the tunnel 10, forces the curved blade of suspension 41 to bend more and therefore to move away from the roof of the tunnel. By bulging more, the latter travels through a spacing stroke which is sufficient to release or extract the longitudinal connecting element 23 from its housing 9 in a tunnel 10.
• the carrying railway structure 6 can then pivot around its pivot center 28 materialized here by the pivot block 48 mounted on the central part 39 of the longitudinal connecting element 23.
• the lifting and pivoting movements of the carrying railway structure are generated by an external device, for example a lifting and driving device in pivoting like the one described below.
• the lifting device described below also realizes the lowering of the carrying railway structure, it would be more complete to call it lifting-lowering device. To avoid heaviness and in the spirit of simplification, we will only qualify it below as lifting device for this function. It also ensures the pivoting drive of the supporting railway structure.
• the combined lifting and pivoting device 59 is designed to be installed on a railroad track 60 having two loading / unloading platforms 61 and 62 developing on either side of the track 60.
• the device 59 is preferably mounted between the two rails of a loading / unloading station 63 shown in general in FIG. 3.
• a loading / unloading station 63 shown in general in FIG. 3.
• this support structure is lifted simultaneously by its two ends and pivoted around a central pivot center not shown. It can also be a pivoting around an end pivoting center.
• This device 59 is completed by a series of several carrying rollers and preferably driving rolls, for example two trains 64 and 65 of three rollers mounted on a platform 61 and 62 respectively and intended to receive, to resume and possibly but not necessarily to continue doing pivot the supporting railway structure 6 by its bottom as soon as its overhang towards the platform exceeds a certain limit, this in order to achieve good stability and security of the pivoting movements.
• the rollers of these trains 64 and 65 of rollers are housed in a recess in the structure of the platform as shown in Figure 3 at a suitable distance from the edge of the platform. They protrude slightly from the surface of the quay to take up the bottom of the support structure in cantilever on the quay.
• motorized rollers 66 are assemblies each formed by a rotating cylinder of slightly frustoconical shape in order to benefit from the differences in circumferential speeds from one end to the other in order to avoid slipping. Their lateral surface is preferably covered with a metal tread 67 arriving in contact with a bearing and rolling track 29 (FIG. 26) specific to at least one end of the carrying railway structure 6 of the wagon. They include an electric motor unit 68 for driving the rotating roller.
• the load-bearing railway structures 6 have, at at least one of their ends on the underside, a planar bearing and rolling track 29, for example in the form of an attached plate or any other embodiment. Because of the pivoting nature of the movement, these tracks 29 have a generally curved shape whose radius of curvature is identical to or close to the distance separating it from the pivot center of the carrying railway structure 6 as shown in FIG. 26.
• the combined lifting and pivoting device is substantially identical or equivalent to that which will be described below and therefore a new description is not not necessary.
• the pivoting lifting and driving device is in the form of a mechanical assembly 69 mounted on the railway track 60 between the two rails at a location reserved for loading / unloading hereinafter called station 63 for loading / unloading.
• the lower parts of this mechanical assembly 69 are housed in a pit adapted so as to minimize the height of the projection that this assembly represents relative to the ground.
• the part housed in the ground is preferably protected from bad weather and external aggressions by a separation plate.
• Removable weather protection can also be provided for the upper part, for example in the form of a cover (not shown).
• the mechanical assembly 69 of the device according to the invention is additionally mounted on a base plate ensuring the mechanical seat and its mounting on the pit or on a support between the rails. For reasons of simplification, the latter means have not been shown.
• the mechanical assembly 69 of the device 59 consists on the one hand of a pivoting box 70 around a horizontal axis 71.
• the pivoting box 70 is divided into two branches 72 and 73 or more each carrying at the end a motorized unit 74 and 75 formed by motorized rollers 76 and 77 joined together by means of a common transverse tubular element 78.
• Each motorized roller 76 or 77 is also carried by an articulated tilting support 79 and 80.
• the element transverse tubular 78 cross the end of the branches 72 and 73 in a supported sheath which snaps into a receiving part 81 with a V-shaped inlet.
• Each articulated tilting support 79 and 80 is connected to the drive rod of an elevating cylinder respectively 82 and 83 whose body is pivotally mounted about an axis 84 and 85 with deformable bearing on additional supports 86 and 87 respectively formed for example by two parallel yokes such as 88 and 89 giving them a possibility of absorbing lateral deviations.
• elevation cylinders 82 and 83 each act in an upward push on the articulated supports carrying the motorized roller units in order to cause their simultaneous elevation movement.
• the motorized rollers 76 and 77 are of the same type as those already described because they form the roller trains located on the platform. They each consist of a rotating cylinder 66 covered with a metallic tread 67 of slightly frustoconical shape. They are mounted on a radial longitudinal axis relative to the pivot center of the support structure 6 around which the rotation is effected under the effect of an electric drive motor 68. Their arrangement is slightly convergent towards the pivot center of the supporting structure 6 chosen central in our example. This arrangement makes it possible to avoid the risk of transverse shifting during the lifting contact and of the pivoting drive movement of this support structure 6.
• motorized rollers 76 and 77 are intended initially to come into vertical thrust contact with the support and rolling track 29 that is present on the underside of at least one end of the supporting railway structure (FIG. 26). lift under the effect of the lifting cylinders. After elevation of the supporting structure, their rotation causes the pivoting drive of the supporting railway structure by a drive roll on the bearing and rolling track.
• a take-up mechanism ensures that the motorized rollers 76 and 77 have complete flat contact with the bearing and rolling track 29.
• This take-up mechanism is represented diagrammatically by a succession of profile views illustrating the operation in the figures. 27 to 30. To avoid premature wear, it was necessary to ensure a final approach movement and a lifting movement along a vertical or almost vertical trajectory so as to avoid slippage between each motorized roller and the track at the time of contact and during lifting.
• the pivot axis 71 of the pivoting box 70 is movable relative to its starting position corresponding to the horizontal retracted position of rest of the box. Its displacement makes it possible to obtain an approximately vertical trajectory provided by the elevation cylinders for the end of the box and therefore for the motorized rollers and this over the portion of trajectory corresponding to the final approach phase and to the lifting.
• the means envisaged are as follows.
• the pivot axis 71 of the pivoting box 70 is mounted for example at each of its ends on two rods which are themselves tiltable about a secondary axis 90.
• FIG. 31 An illustration of this means is given by FIG. 31 on which the upper face of the box 70 comprises a receiving and blocking structure 92 in V in which the end 93 of the return 94 is housed with blocking downwards on the body of the plates - end shapes. Operation has the following general phases.
• the combined rail / road transport wagon is immobilized with a certain tolerance at the location of the loading / unloading station 63 for the purpose of loading, for example.
• the stop position of the wagon at the planned location corresponds to the positions of the end platforms which must be saved in the event of their immobilization, each from a device located on the track . These devices are activated if they are independent devices. In the other cases envisaged, the relative positions are automatically maintained by a mechanical connection between the end platforms or by an auxiliary function of the lifting and pivoting device (s) such as that described above.
• the elevation cylinders are actuated to allow the motorized rollers 76 and 77 to be brought closer to the corresponding bearing and rolling track 29 of the end underside of the carrying railway structure 6.
• the motorized rollers 76 and 77 rise until soft and flat contact with the bearing and rolling track 29 by the play of the take-up mechanism. Then follow, after unlocking the separable assembly links between the supporting structure and the end platforms, the coordinated lifting movements of the two ends of the carrying railway structure or of the single corresponding end.
• the lifting movement is divided into two parts.
• the first concerns a fraction of the displacement corresponding to the relaxation of the suspensions of the end platforms.
• the second concerns the actual lifting which stops shortly after the dissociation of the ends between the supporting structure 6 and the receiving conformations of the end platforms, the additional elevation being generally low since there is no obstacle to pivoting on the end platforms.
• the motorized rollers 76 and 77 are then actuated in rotation by their own motors so as to pivot the ends of the pivoting supporting structure of the wagon body in the same direction of pivoting until the corresponding corners of the ends of the structure are taken up again.
• carrier 6 by the trains 64 and 65 of the motorized support-rolling means on the platform.
• the pivoting takes place until the ends of the supporting rail structure of each end platform are completely cleared by a pivoting movement of sufficient amplitude to free the ends of the supporting rail structure and the oblique positioning of sufficient angle to provide some ease in loading / unloading maneuvers.
• the road load accesses the carrying railway structure by its own means, for example for a semi-trailer by the tractor which moves it.
• the closing movements of the wagon are carried out in the opposite direction.
• the invention is part of a complete combined transport system comprising at least one platform, for example two platforms such as 95.96 for loading / unloading and at least one section of railway track such as 97 ( Figures 1 and 2) surrounded by '' a loop road 98 forming together a railway station.
• Each section is bordered by at least one quay 95 or 96 and has a useful part on which loading / unloading operations can will perform. This useful part is formed by the succession of a predetermined number of loading / unloading stations each corresponding to the loading / unloading location of a wagon 99, 100, 101.
• Each useful part of each track section 97 comprises on the ground at least one centralizer or positioner 102.
• the centralizer or positioner 102 will be unique for the whole train or will be in plurality, that is to say a copy allocated to a limited number of wagons, or individual, that is to say specific to each loading / unloading location 99, 100, 101.
• FIGS. 32 and 33 An example of a centering or positioning device 102 is shown in FIGS. 32 and 33.
• This type of centering device is mounted on the ground. It consists of two pivoting centering arms 103, 104 movable in lowering or raising movement, the ends 105, 106 of which are designed to engage with a vertical centering pin 107 mounted, for example centrally on the underside of the carrying structure 6 of the wagon.
• the ends of the pivoting arms 103, 104 are shaped according to a receiving structure with two converging or semi-circular edges such as 108 for example a fork with two symmetrical converging branches which are plugged along of the pivot of the centering pin 107.
• the pivoting arms 103 and 104 are driven in a longitudinal translation movement in opposite directions to one another along slides such as 109, 110 parallel to the track in approach and away from a transverse vertical plane of reference 111 for loading / unloading maneuvers.
• the pivoting centering arm the end of which comes first in contact with the centering pin 107 will push the whole wagon to the required reference position.
• the railway train consists of a plurality of wagons each intended to transport a road load.
• the wagons may be the same or different, but always meet the same general characteristics.
• the loading / unloading stations 63 are located on locations defined for example by material limits on the track and on the platforms.
• each loading / unloading station 63 is provided with specific ground equipment cooperating with the corresponding wagon of the train for loading and unloading operations.
• the wagon consists of three essential parts. These are the two end platforms 2 and 3 each supported by at least one bogie or an axle 4 and 5 to which it is articulated for transport rolling. These end platforms 2 and 3 and the conventional associated members provide the technical connection with the preceding wagon or the following wagon and an interface function with means for securing the load.
• the two platforms end shapes 2 and 3 carry at their ends the railway structure carrying 6 a road load constituting the third essential part of the wagon. This carrying railway structure 6 is pivotable back and forth towards the loading / unloading quay 95 or 96 and towards the wagon after dissociation of the rigidly assembled link from its ends with the end platforms 2 and 3. With regard to the other technical characteristics of the wagon, it is referred to the corresponding descriptive part above.
• This carrying railway structure 6 carried by each of its ends by an end platform 2 and 3 is mounted each time detachable from the latter by a simple disengagement operation for example unlocking-lifting.
• the supporting railway structure 6 is pivotally mounted around either a central pivot 28 (FIGS. 4 and 6) or an end pivot 26 (FIG. 5).
• the invention provides at a level below that of the bottom of the supporting structure a longitudinal connecting element 23 realizing the low mechanical junction between the two end platforms.
• This longitudinal connecting element 23 remains in place during the loading / unloading maneuvers. It thus guarantees the maintenance of the distance between the two end platforms and thus their relative position so that when the carrier structure 6 returns, the assembly-locking of its ends with the end platforms 2 and 3 is carried out quickly and under good conditions without any other additional means, for example of centering.
• the end platforms 2 and 3 can be maintained in position and in position by specific bodies on the ground, for example those for lifting, or by additional means or ensuring an additional function provided to an existing device such as for example the support and holding device referenced 91 shown in FIG. 31 mounted on the device intended to raise the ends of the carrying railway structure.
• each loading / unloading station 63 of the track has at least one, but preferably two lifting and pivoting drive devices 59 of the carrying railway structure for the purpose of the pivoting movement of the latter between a transport position and open position of the wagon. It was determined that the use of a single centering means 102 in the middle of the train would generate only a range of uncertainty in the positions of the wagons of the order of 20 to 30 cm which is entirely acceptable in the framework of the other means employed, provided that the maintenance of the relative positions of the two end platforms 2 and 3 is guaranteed by means carried by the wagon, for example the element longitudinal link.
• Each station comprises on the ground a lifting-lowering and pivoting drive member such as 59 at each end of the carrying railway structure such as, for example, the member as described above or an equivalent means.
• These members are intended to lift the support structure 6 by its ends, to disassemble it from the end platforms 2 and 3 and to rotate it until it is taken up by the trains 64 and 65 of the support rollers.
• motorized or non-motorized correspondents provided at an appropriate location in the structure of platform 61,62 or 95,96 to allow the extension of the pivoting movement of each of the ends on the corresponding parts opposite the platforms bordering the track.
• the railway train arrives on the section of railway track such as 97 provided for loading / unloading operations.
• the powerplant stops as best as possible, for example with respect to a materialized reference allowing the wagon or the various wagons to be centered to be close to the corresponding centering device.
• the train stops and the driver releases the brakes to allow centering movements.
• the driver then activates the centering device (s) 102.
• the centering device In the case of a train composed of wagons fitted with a longitudinal mechanical connection 23 between the end platforms 2 and 3, only the center 'one of the wagons.
• the unique centering device centers this wagon, the movements of which affect the intermediate wagons via couplers.
• the position of neighboring wagons and even those furthest away can change without risk of modifying the relative positions between the end platforms 2 and 3.
• the end platforms 2 and 3 are then immediately immobilized in their initial or original position by the various means provided or they are held together at a constant distance and in presentation by the mechanical junction connection 23. It can they are separate immobilization means existing between the track and each end platform.
• the lifting devices or the lifting-lowering and pivoting drive devices 59 are then actuated after the unlocking command for the separable link of rigid assembly existing between the railway carrying structures 6 of the wagons and the platforms. corresponding end shapes 2 and 3.
• the amplitude of the lifting is low.
• the pivoting means for example the motorized carrier rollers 66, begin their work of driving the displacement of the carrier railway structure 6 towards the platform. It pivots until its end arrives on the quay. This end, continuing its advance movement on the platform, is taken up by carrying means, for example the trains 64 and 65 of motorized or non-motorized rollers which drive the railway structure up to an oblique presentation of loading / unloading with respect to the longitudinal direction paddle. The movement is stopped by any suitable means, for example by coincidence with a reference and the assembly is stalled. The actual loading / unloading can take place.
• a tractor or a road carrier comes to the entrance opening thereof to remove this road load without other external means. If the supporting structure is empty, it is immediately ready for loading. The load or the new road load is present at the opening of the carrying structure brought by its carrier or its tractor or skidder. The assembly accesses the interior of the supporting structure and stops in the right place. After uncoupling, the tractor or the carrier leaves the carrier structure on the side opposite the entry and the downward pivoting movements are controlled until the carrier structure is aligned with the direction of the wagon. When the ends of the railway structure carrying the wagon are opposite the separable connecting structures of rigid assembly, the lowering is controlled.
• the rigid assembly link is made as well as the locking with the end platforms which are unchanged in position and in presentation with respect to those which they occupied at the start of the operation, and this by means of retained or thanks to the mechanical longitudinal connection junction 23.
• the lifting means retract into their rest position, the platforms are optionally released from their retention in position by the devices on the ground if they exist , then we retract the centralizers used.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Loading Or Unloading Of Vehicles (AREA)
• Platform Screen Doors And Railroad Systems (AREA)
• Machines For Laying And Maintaining Railways (AREA)
• Handcart (AREA)
• Train Traffic Observation, Control, And Security (AREA)
• Intermediate Stations On Conveyors (AREA)
• Replacement Of Web Rolls (AREA)
• Lining And Supports For Tunnels (AREA)
• Conveying And Assembling Of Building Elements In Situ (AREA)

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• 2000
  • 2000-06-23 FR FR0008099A patent/FR2810612B1/fr not_active Expired - Fee Related
• 2001
  • 2001-06-20 PL PL359188A patent/PL202073B1/pl unknown
  • 2001-06-20 CN CNB018132200A patent/CN1326733C/zh not_active Expired - Fee Related
  • 2001-06-20 CZ CZ2002-4172A patent/CZ304968B6/cs not_active IP Right Cessation
  • 2001-06-20 RU RU2003101399/11A patent/RU2273578C2/ru not_active IP Right Cessation
  • 2001-06-20 ES ES01947544T patent/ES2295178T3/es not_active Expired - Lifetime
  • 2001-06-20 WO PCT/FR2001/001930 patent/WO2001098127A1/fr active IP Right Grant
  • 2001-06-20 AT AT01947544T patent/ATE370042T1/de active
  • 2001-06-20 PT PT01947544T patent/PT1292476E/pt unknown
  • 2001-06-20 DE DE60129958T patent/DE60129958T2/de not_active Expired - Lifetime
  • 2001-06-20 HU HU0301312A patent/HU228724B1/hu unknown
  • 2001-06-20 RO ROA200201623A patent/RO121015B1/ro unknown
  • 2001-06-20 EP EP01947544A patent/EP1292476B1/de not_active Expired - Lifetime
  • 2001-06-20 KR KR1020027017445A patent/KR100797200B1/ko not_active IP Right Cessation
  • 2001-06-20 JP JP2002503579A patent/JP2004501027A/ja active Pending
  • 2001-06-20 AU AU2001269205A patent/AU2001269205A1/en not_active Abandoned

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