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EP0345497B1 - Train de wagons ferroviaires - Google Patents

Train de wagons ferroviaires Download PDF

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Publication number
EP0345497B1
EP0345497B1 EP19890108924 EP89108924A EP0345497B1 EP 0345497 B1 EP0345497 B1 EP 0345497B1 EP 19890108924 EP19890108924 EP 19890108924 EP 89108924 A EP89108924 A EP 89108924A EP 0345497 B1 EP0345497 B1 EP 0345497B1
Authority
EP
European Patent Office
Prior art keywords
wagon
wagons
supporting bridge
supporting
bridges
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP19890108924
Other languages
German (de)
English (en)
Other versions
EP0345497A2 (fr
EP0345497A3 (en
Inventor
Jorma Lukkari
Timo Heikkinen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Rautaruukki Oyj
Original Assignee
Rautaruukki Oyj
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Rautaruukki Oyj filed Critical Rautaruukki Oyj
Publication of EP0345497A2 publication Critical patent/EP0345497A2/fr
Publication of EP0345497A3 publication Critical patent/EP0345497A3/en
Application granted granted Critical
Publication of EP0345497B1 publication Critical patent/EP0345497B1/fr
Expired legal-status Critical Current

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Classifications

    • 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
    • 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
    • B61D3/187—Details, e.g. bridges for floor connections

Definitions

  • the invention relates to a structure for forming on the railways a combination of car-carrying wagons or corresponding wagon combinations, wherein the vehicles or the like to be carried can be placed successively and across the couplings between the wagons, independently of them.
  • cars or other vehicles or the like are carried in car-carrying wagons or the like on the railways
  • the cars are typically driven onto a railway wagon's deck, of which there may be one or several, one above the other.
  • the loading takes place by driving the cars from the end of the row of car-carrying wagons, in which case the cars can be driven from one wagon to another along driving bridges turned down between the railway wagons.
  • the driving bridges are folded to the side at the coupling points between the wagons, so that the wagons can move in the normal manner in relation to each other during transport.
  • Patent Specification U.S. 2,788,751 describes a drive bridge arrangement, in which the drive bridge can be drawn in the longitudinal direction of the wagon to extend across the couplings between the wagons during the loading of the wagons. In this loading position the drive bridge is pivotably mounted to that wagon whereto the drive bridge is fastened and the other end of the bridge rests on the loading platform of the other wagon. In a transit position the drive bridge is drawn away from the area of the couplings onto the drive platform of that wagon to which the drive bridge is fastened. This arrangement does not give any teaching of the above-described problem of loading the drive platform without waste space.
  • the object of the invention is thus to provide a structure which enables a car-carrying wagon or the like to be filled with vehicles so that in the wagons there is left no wasted space due to differences between the varied vehicle lengths and the predetermined length of the wagon. It is another object of the invention to provide a structure in which the vehicles can always be placed in the wagons in their longitudinal direction, as close to each other as possible and in such a manner that this placement is not affected by the couplings between the different wagons. It is a further object of the invention to provide a structure which enables each vehicle to be placed in the car-carrying wagon in such a manner that no inter-wagon movements are transmitted to it; in this case the vehicles will not be subject to wear or damage.
  • the car-carrying wagons can be loaded full with vehicles of the like, without wasted space. It is a further advantage that all of the vehicle can be conventionally driven to any of the places in the wagons and can be secured to the wagon normally, all in the same manner. It is a further advantage of the invention that the structure can be manufactured at a very low cost compared with the price of the freight wagon itself.
  • Figure 1 depicts a schematic side elevation of a car-carrying wagon combination according to the invention.
  • the wagon combination is made up of individual car-carrying wagons 1a, 1b, 1c, which have conventionally been coupled to each other for the duration of their transport on the railway.
  • each car-carrying wagon has a lower freight deck 2 and an upper freight deck 3. All of the disclosed facts pertaining to the invention apply to both the upper deck and the lower deck.
  • the wagons are loaded by driving the cars in from one end 4 of the row of railway wagons.
  • Figure 2 depicts a cross section of an individual freight wagon 1a to illustrate the placement of the vehicles, the construction being at this point at least in the main conventional.
  • supporting bridges 5a...d are placed between each two car-carrying wagons, in this case between wagons 1a and 1b and respectively between wagons 1b and 1c, the bridges thus being rigidly attachable at the coupling point 6 either to wagon 1a or 1b and at the coupling point 7 to either wagon 1b or wagon 1c.
  • the supporting bridges 5a and 5b can be seen clearly as a cross section in Figure 3 under the vehicles 8 and respectively 9.
  • the supporting bridge has a minimum length of the axle spacing of the vehicles to be transported so that, when necessary, a vehicle can be placed only on top of the bridge.
  • the supporting bridge can be shifted in the longitudinal direction S of the wagons in order to fit in each given case under the vehicle to be transported, to support the vehicle.
  • This fact is evident, for example, at the coupling point 6 in Figure 1, where the vehicle 8 on the lower deck 2 is more or less centred across the coupling 6.
  • the vehicle 9 on the upper deck 3, on the other hand, is clearly offset from the centre of the coupling, although the rear part of the vehicle 9 is in the area of the coupling.
  • the supporting bridge 5a of the lower deck is also approximately centred across the coupling, the vehicle 8 fitting entirely on top of the bridge.
  • the supporting bridge in its position offset in the above-mentioned manner in the longitudinal direction S is fastened rigidly to one of the wagons.
  • the supporting bridge 5b under the vehicle 9 is in this case fastened to the wagon 1a, constituting a structural part of this wagon, and, as a result, the front and rear wheels 18, 22 of the vehicle 9 remain immobile in relation to each other.
  • the front and rear wheels 19, 23 of the vehicle 10, on the other hand, are entirely in the wagon 1b, and are thus, of course, immobile in relation to each other.
  • the supporting bridge 5a under the vehicle 8 is fastened rigidly to one of the freight wagons, constituting a structural part of this wagon.
  • This supporting bridge can, for example, be fastened rigidly to wagon 1b, whereupon the front and rear wheels 20, 21 of the vehicle 8 remain immobile in relation to each other in connection with the wagon 1b, as do the front and rear wheels of the vehicle 11.
  • the front and rear wheels of the vehicle 12, on the other hand, remain immobile in relation to each other in connection with the wagon 1a. Since at the coupling the wagon to which the supporting bridge has not been fastened rigidly can move, preferably completely freely in relation to the supporting bridge, the vehicles 9 and 10 on the upper deck will move in relation to each other, and respectively on the lower deck 2 the vehicles 8 and 12 will move in relation to each other, as will the wagons 1a and 1b in relation to each other.
  • the acting point at the coupling between the freight wagons is shifted to the desired distance from the actual coupling 6.
  • the acting point, i.e. the moving point, on the upper deck is at point 13 and on the lower deck at point 14.
  • the structural principle described above can be applied at every coupling between car-carrying wagons, and thus it is possible to couple in a row as many car-carrying wagons as is necessary and for other reasons possible, and the entire freight wagon row can be filled completely with vehicles or the like, there being no unused wasted space left at any coupling between the railway wagons.
  • the supporting bridges 5 themselves are preferably, for example, "box beams” so wide that it is possible to drive on and off them, but somewhat narrower than the possible inside width of the wagon 1, so that the movement of the wagons in relation to each other on the side of that wagon to which the bridge is not fastened should not detach or damage the supporting bridge and the vehicle on top of it.
  • the ground clearance space between the wheels of the vehicles can be exploited for an oblong casing 16 in order to stiffen and reinforce the supporting bridge.
  • the rigid joint between the frame 17 of the freight wagon and the supporting bridge 5 can be made in many ways, for example by using a screw joint or lever joint between the longitudinal flanges 15 or the longitudinal central casing 16 of the supporting bridge and the frame 17 of the first wagon, or by other various quick locking methods which make a rigid attachment and complete detachment possible for both this rigid joint and the moving "joint".
  • the non-attached end of the supporting bridge in each case can be arranged either to be completely separate from the second wagon, in which case there is a definite clearance between the bridge and this wagon, or the supporting bridge can be allowed to rest on the even surface of the frame of the second wagon, in which case provision must be made for making possible a slight angular yield of the supporting bridge in relation to the first wagon.
  • Another possible variation is to arrange the structure in such a manner that the supporting bridge is not rigidly attached to either freight wagon but is flexibly attached to each wagon.
  • Such a flexible joint must allow at least angular and longitudinal shifts between the supporting bridge and the wagon, the wagons moving in relation to each other, since the purpose is not to transfer the longitudinal forces of the train through the supporting bridge.
  • the supporting bridge must not move considerably in the lateral direction nor shift substantially, at least not permanently, in the longitudinal direction, so that the vehicles will not touch each other or the frame of the wagon.
  • the joint must thus be flexible and self-centring.
  • Such a structure is possible mainly when the vehicles to be transported are long and they must be centred across the coupling between the railway wagons and when the weight of a vehicle is so great that the strength and leeway for movement of the beam rigidly fastened at one end is jeopardized.
  • the supporting bridges can be made divisible into parts or extendable by means of parts and attachable to each other and/or to the wagon frames in different ways so that all possible situations of use can be managed as effectively as possible. It is, of course, evident that such a supporting bridge at the same time serves as a driving bridge between the wagons and need not be folded away at any stage.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Handcart (AREA)
  • Body Structure For Vehicles (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)

Claims (7)

  1. Une structure pour former sur les rails de chemin de fer une combinaison de wagons (1a...c) transporteurs d'automobiles ou une combinaison de wagons correspondants, dans laquelle la structure dans chaque cas donné consiste en des ponts non pliables disposés dans la zone de liaison de chaque paire de wagons successifs adjacents (1a et 1b ; 1b et 1c) et mobiles sensiblement en direction longitudinale du pont moteur de chaque wagon, lesdits ponts servant de ponts de transmission entre les wagons pendant le chargement de ceux-ci, caractérisée en ce que lesdits ponts (5a...d) restent dans la zone des liaisons pendant le transport pour former des ponts supports de ceux-ci pour les véhicules ou autres qui sont transportés pour placer ceux-ci sur les ponts supports successivement et au travers des liaisons entre les wagons, indépendamment des liaisons, que la longueur du pont support (5a...e) est au moins égale à l'écartement d'essieus du véhicule ou autre à transporter, et que le pont support peut être déplacé dans la direction longitudinale (5) des wagons (1a...d) pour l'ajuster dans chaque situation donnée sous le véhicule transporté, de manière à supporter le véhicule comme un support uniforme, et que les structures et les fixations de ces ponts supports sont telles que ces ponts supports peuvent être fixés rigidement et à demeure à l'un des deux wagons successifs (1a ou 1b ; 1b ou 1c) pouvant se déplacer librement sans toucher ce pont support pendant que le train roule, ou ces pont supports étant capables alternativement d'être fixés de manière flexible aux deux wagons de deux wagons successifs (1a et 1b ; 1b et 1c), ce faisant les wagons pouvant se déplacer l'un par rapport à l'autre et par rapport au pont support pendant que le train roule.
  2. Une structure selon la revendication 1, caractérisée en ce que le pont support (5a...d) est attaché de manière flexible par rapport aux deux wagons d'une paire quant il s'étend approximativement d'une longueur égale dans chacun des wagons, et que alternativement il est dans chaque cas fixé de manière rigide et à demeure au wagon dans lequel la plus grande largeur du pont support a été introduite.
  3. Une structure selon la revendication 1 ou 2, caractérisée en ce que la structure du pont support (5a...d) est telle que pour le premier type de chargement elle peut être divisée en deux parties séparées l'une de l'autre plus courtes que l'écartement d'essieus du véhicule ou autre, chacune des deux parties étant attachable rapidement au wagon concerné et que ces parties du pont support peuvent être attachées l'une à l'autre pour un deuxième type de chargement pour former un pont support unique uniforme dont la longueur est au minimum la longueur de la distance entre essieus du véhicule ou autre et qui peut être relié de manière flexible à chaque wagon.
  4. Une structure selon l'une quelconque des revendications précédentes, caractérisée en ce que lesdits joints rigides et flexibles peuvent être verrouillés et détachés indépendamment l'un de l'autre sur les ponts successifs verticalement (2,3) du même ensemble de wagon, et que les joints sont réalisés et déconnectés au moyen d'un mécanisme à verrouillage rapide.
  5. Une structure selon l'une quelconque des revendications précédentes, caractérisée en ce que le pont support (5a...d) est conformé selon une poutre qui est dimensionnée pour être capable de servir de saillie pour supporter au moins une partie du poids du véhicule (8,9) ou autre et que l'espace de débattement au sol des véhicules est utilisé pour donner de la rigidité et de la force à la poutre.
  6. Une structure selon l'une quelconque des revendications précédentes, caractérisée en ce que les dimensions extérieures du pont support (5a...d) sont telles que au moins un des joints entre le pont support et un wagon est flexible de manière telle que au moins une proportion substantielle des forces entre les wagons pendant que le train roule ne sont pas transmises sur le pont support.
  7. Une structure selon l'une quelconque des revendications précédentes, caractérisée en ce que, lorsque le pont support est attaché de manière flexible à deux wagons, le joint autorise au moins un déplacement angulaire et longitudinal entre le pont support et le wagon, causés par le déplacement du train, tous les déplacements rectilignes ayant été arrangés, au moyen de moyens résilients, pour revenir au moins à proximité de leur point initial.
EP19890108924 1988-06-10 1989-05-18 Train de wagons ferroviaires Expired EP0345497B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI882773 1988-06-10
FI882773A FI79814C (fi) 1988-06-10 1988-06-10 Vagnskombination.

Publications (3)

Publication Number Publication Date
EP0345497A2 EP0345497A2 (fr) 1989-12-13
EP0345497A3 EP0345497A3 (en) 1990-02-07
EP0345497B1 true EP0345497B1 (fr) 1992-09-02

Family

ID=8526622

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19890108924 Expired EP0345497B1 (fr) 1988-06-10 1989-05-18 Train de wagons ferroviaires

Country Status (4)

Country Link
EP (1) EP0345497B1 (fr)
DE (1) DE68902688T2 (fr)
ES (1) ES2035427T3 (fr)
FI (1) FI79814C (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8011305B2 (en) 2003-06-27 2011-09-06 National Steel Car Limited Symmetrical multi-unit railroad car

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6666148B1 (en) 1975-07-18 2003-12-23 National Steel Car Limited Vehicle carrying rail road car structure
DE4020020A1 (de) * 1990-06-13 1991-12-19 Graaff Gmbh Eisenbahnwagen zum transport von personenkraftfahrzeugen
DE4131271C1 (fr) * 1991-09-20 1992-10-22 Linke-Hofmann-Busch Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter, De
DE4134699A1 (de) * 1991-10-21 1993-04-22 Altmann Rail System Uebergangseinrichtung fuer gueterwageneinheiten
DE4203846A1 (de) * 1992-02-10 1993-08-12 Niesky Waggonbau Gmbh Doppelstockgueterwagen
DE4203847A1 (de) * 1992-02-10 1993-08-12 Niesky Waggonbau Gmbh Autotransportwagen
DE4203848A1 (de) * 1992-02-10 1993-08-12 Niesky Waggonbau Gmbh Gueterwageneinheit
DE4235612A1 (de) * 1992-10-22 1994-04-28 Graaff Gmbh Zweiteiliger Eisenbahngüterwagen
DE4241124C2 (de) * 1992-12-07 2001-02-15 Dwa Deutsche Waggonbau Gmbh Gedeckter Güterwagen zum doppelstöckigen Transport von Kraftfahrzeugen
FR2716855B1 (fr) * 1994-03-07 1996-08-14 Arbel Fauvet Rail Sa Dispositif de fermeture des capots mobiles de protection des véhicules d'une rame ferroviaire et rame pourvue de ces dispositifs de fermeture.
US5575222A (en) * 1995-08-09 1996-11-19 Pennsy Corporation Telescoping bridge plate for autorack railroad cars
US6550400B1 (en) 2000-08-29 2003-04-22 National Steel Car Limited Vehicle carrying rail road car
US6857376B2 (en) 2000-08-29 2005-02-22 National Steel Car Limited Vehicle carrying rail road car
US7255047B1 (en) 2000-08-29 2007-08-14 National Steel Car Limited Vehicle carrying rail road car and bridge plate therefor
PT1312526E (pt) * 2001-11-16 2004-09-30 Talgo Oy Carruagens ferroviarias de duplo andar com passagens intercomunicantes em ambos os niveis

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2788751A (en) * 1956-01-10 1957-04-16 Richard E Russell Bridge for piggyback flat cars
US3228355A (en) * 1963-11-15 1966-01-11 Pullman Inc Split bridge assembly
FR1410345A (fr) * 1964-07-29 1965-09-10 Venissieux Atel Wagon à étage pour le transport de véhicules
US3421454A (en) * 1966-04-15 1969-01-14 Edwin B Connerat Bridge plate for railroad cars
DD140442B1 (de) * 1978-11-20 1983-01-26 Walter Muecke Ueberfahreinrichtung fuer kurzgekuppelte flachwagen
FR2566355A1 (fr) * 1984-06-21 1985-12-27 Venissieux Atel Passerelle d'extremite articulee pour plancher superieur mobile de wagon porte-vehicules

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8011305B2 (en) 2003-06-27 2011-09-06 National Steel Car Limited Symmetrical multi-unit railroad car

Also Published As

Publication number Publication date
FI882773A0 (fi) 1988-06-10
EP0345497A2 (fr) 1989-12-13
EP0345497A3 (en) 1990-02-07
FI79814B (fi) 1989-11-30
DE68902688D1 (de) 1992-10-08
FI79814C (fi) 1990-03-12
DE68902688T2 (de) 1993-01-28
ES2035427T3 (es) 1993-04-16

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