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EP0584026B1 - Kupplungseinheit zwischen zwei aufeinander folgenden Waggons und einem gemeinsamen Drehgestell - Google Patents

Kupplungseinheit zwischen zwei aufeinander folgenden Waggons und einem gemeinsamen Drehgestell Download PDF

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Publication number
EP0584026B1
EP0584026B1 EP93440063A EP93440063A EP0584026B1 EP 0584026 B1 EP0584026 B1 EP 0584026B1 EP 93440063 A EP93440063 A EP 93440063A EP 93440063 A EP93440063 A EP 93440063A EP 0584026 B1 EP0584026 B1 EP 0584026B1
Authority
EP
European Patent Office
Prior art keywords
wagon
coupling assembly
successive
structures
pivoting
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 - Lifetime
Application number
EP93440063A
Other languages
English (en)
French (fr)
Other versions
EP0584026A1 (de
Inventor
Bruno Martin
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.)
Lohr Industrie SA
Original Assignee
Lohr Industrie SA
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 Lohr Industrie SA filed Critical Lohr Industrie SA
Publication of EP0584026A1 publication Critical patent/EP0584026A1/de
Application granted granted Critical
Publication of EP0584026B1 publication Critical patent/EP0584026B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
    • B61G5/00—Couplings for special purposes not otherwise provided for
    • B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles

Definitions

  • the present invention relates to a coupling assembly between two wagon structures successive and a common bogie.
  • Two successive wagons are linked in an articulated way to each other by their ends facing each other in such a way that they are supported by only one of the two wagons.
  • This invention implements a shaped end in platform and mounted on a rolling assembly. This platform end pivotally receives the end opposite of the adjacent wagon.
  • connection is of the cooperation type of means performing a pivoting assembly after a movement longitudinal required from each end of the wagon.
  • the system according to this invention is condemned to an association-dissociation by a movement longitudinal with the many known drawbacks and especially the main drawback of the lack of access by one of its ends open after dissociation.
  • European publication n ° 0403021 in the name BV ALPHA Engineering aims either to transport parts on a platform link connecting two bogies, either to carry semi-trailers heavily modified with the chassis serving as a platform of connection between two bogies. The ends of these platforms are carried by both interfaces equipping two successive bogies.
  • Each interface unit has the form of an asymmetrical mechanical assembly, presenting on one side a ball joint 49 coupling with the end of a structure carrier or semitrailer chassis and on the other side one end engaging in a support structure and frame mounting.
  • This end includes on its face upper two distinct and symmetrical supports in the form of two cylinder ends (figure 5) on which rests the underside end of the chassis.
  • the mechanical assembly forming the interface table carries a vertical locking mechanism with finger blocking 51.
  • the coupling is therefore immobilized in the direction of a side by the interface table and on the other in movement vertical by the locking finger 51.
  • This directional lock also appears on the variant of the convoy end shown in FIGS. 1 and 6, as we can read on page 3 column 3 in lines 47 to 55: the blocking is done using the pin lock 51 movable by lever 52.
  • the coupling of the chassis or structure on the rear side is blocked in direction relative to the interface table, i.e. that it pivots with the swivel pivot while the front side can pivot on its own pivot (ball joint 49) in pivoting movements relative to the pivot of the basket.
  • This supporting structure cannot receive an entire road vehicle for its transport as well that this must be the case for the present invention.
  • this invention requires the use a rail / road semi-trailer specially built for this system, and the use of the suspension bellows of this semi-trailer to lift the chassis and couple it.
  • wagon structures are not really independent and vehicles (trailers) are carried and not not transported in load-bearing structures.
  • European patent No. 0 528 741 on behalf of the Company LOHR INDUSTRIE covers a wagon structure at bottom lowered with integrated lifting means and means for coupling the adjacent ends of two successive wagon structures on the same bogie, allowing to implement various methods of loading and unloading on an area of handling or at a marshalling yard.
  • the wagon structure described in these depots has most of the many desired benefits, particularly by the simplicity of construction, as well as lateral transfer possibilities.
  • the present invention overcomes these disadvantages so as to satisfy the whole requirements for this type of wagon structure.
  • the invention relates to a coupling assembly between successive wagon structures and a common bogie as specified in claim 1, each wagon structure having on the one hand a front end formed of two branches converging at a point, and one open rear end delimited by two arms parallel to the way of a stretcher.
  • a set articulated joint on the bogie pivotally receives the tip of the front end and a pivoting cross member comprising at each of its ends a support for reception for the arms of the open rear end of the previous structure which present to their ends of the joining means cooperating with the receiving brackets for quick coupling of this rear end.
  • the means of establishing and maintaining the connection with the previous wagon structure may consist of each end of the pivoting cross member transverse immobilization finger onced elastic opening transversely into each receiving support and receiving mechanism and existing at each end of the arms from the rear end of the wagon structure previous.
  • the coupling assembly according to the invention is intended for specific wagon structures, in particular of the type described in the repositories above mentioned.
  • a front 1 or rear 2 bogie consists of traditional way of two axles 3 and 4 which carry brake discs, where applicable.
  • the ends of the axles are mounted in bearing boxes such as 5 and 6 supporting twinning blocks 7 and 8 constituting with various other mechanical elements a chassis not shown in detail.
  • This chassis conventionally supports at least one ball joint called crapaudine 9.
  • This ball joint commonly receives pivoting the lower end structure of the classic wagon supported by the bogie.
  • This common bogie interface adaptable to all common railway rolling bases, is used to articulate and connect the front ends and rear of two successive wagon structures on one same bogie via coupling according to the invention.
  • FIG. 1 a wagon structure intended for integrate into a convoy between two structures similar and to be mounted on the two bogies before 1 and rear 2 via couplings according to the invention.
  • flank pieces extend towards the rear end 13 to a higher level by two parallel arms 14 and 15, like a stretcher delimiting with the adjacent edges flank pieces and the transverse end of the bottom an opening access 16 for a charge.
  • the rear transverse edge 17 of the bottom 12 is shifted forward so as to allow the tractor of a semi-trailer to stay on the ground when loading / unloading.
  • the flank pieces extend towards the front end 18 by two converging branches 19 and 20 arranged at approximately the same level higher than the arms of the rear end. They have a general "V" shape converging towards a point 21 directed forwards in an area median determined by the general median vertical plane of the wagon structure and an upper horizontal plane can be the one bounded by the two edges upper parallels of the flank pieces.
  • the front end 18 shaped as a "V” with two branches come together on a central unit hinged joint joint 22 with geometric axis common 23.
  • This articulated assembly 22 shown schematically in Figure 5 is composed so limiting of a pivot cylinder 24 on which is secured to the point 21 of the front end 18 in a "V" shape and on which a hinge is pivotally mounted inner 25 of the single bearing or rolling type with ball joint effect, the articulated assembly 22 being mounted on the clamp 8.
  • a pivoting cross member 26 is integrated mechanically at the front end, namely that this front end is made by two spaced plates 27 and 28 kept apart by a spacer 29, mounted on the joint articulated assembly 22, and namely that the pivoting crossmember is also mounted on this articulated assembly 22 by the interior articulation 25, and is housed in the space between the two front end plates.
  • the two plates 27 and 28 forming the front end are secured to the pivot cylinder 24 itself pivoting relative to the bogie.
  • the front end 18 can be carried out separable from the whole articulated 22.
  • the internal articulation 25 allows the pivoting movements of the crosspiece. As indicated, this articulation 25 may have a degree of additional freedom by being of the joint pivot-ball type in order to allow small deflections in tilt such as those caused by movements roll and pitch.
  • the pivoting crosspiece 26 will therefore mechanically free especially in movements of independent pivoting. However, it is found sandwiched between the two spaced plates 27 and 28 of the front end 18 and limited in travel angular by the spacer 29.
  • the joint pivoting from the end of the supporting structure and the upper and lower joints have an axis common 23.
  • the pivoting cross member 26 each has from its ends a receiving support 30.31 to ensure the establishment, maintenance and dissociation of the junction between the ends of the pivoting crossmember and the ends 32,33 of the arms of the rear end of an adjacent wagon structure.
  • Each reception support 30.31 is shaped according to a cradle 34 or a housing 35 made of sheet metal folded (figure 6) in each of which a finger emerges transverse such as 36 mounted movable transversely and in elastic return to its extended position.
  • Each cradle or housing affects the general shape of a gutter with lower entry ramps inclined 37 and also lined with entry ramps converging lateral 38.39.
  • the end before 18 is made of a single plate and can be dissociate vertically from the bogie. In this case cross is free because not sandwiched and the loading / unloading by vertical dissociation fully applies.
  • the means of reception-immobilization consist of receiving supports and transverse immobilizing fingers such as 36 movable transversely between a retracted position and an exit position to which they are forced by a return spring.
  • Each immobilizer finger can have a cylindrical body 40 sliding in a housing cylindrical 41 and a head with two chamfers 42 and 43, for example slightly inclined, as shown on Figure 7.
  • the joining means relate to them first of all the convergent shape of the ends of each arm of the stretcher made for example by several ramps converging towards a tapered end 46.
  • the rocker 49 includes a pivoting angled release piece 52 articulated on the one hand to a pivot axis 53 and on the other hand at the end of the connecting rod 51 by a side yoke 54.
  • the support of the end of the bent part of clearance 52 on the head of the retractable finger immobilizer 36 allows the part to be extracted from reception 48 and release the corresponding end stretcher.
  • the complete dissociation is then performed by a short longitudinal translation.
  • the wagon structure has optionally in the vicinity of its ends of the individual means of lifting, possibly while rolling integrated or not, preferably autonomous, for example crutches 55,56 provided at each end of each flank piece and this at one end of the wagon structure or at both ends at the same time.
  • crutches targeted is that of a retractable and extendable stand for example telescopic.
  • the crutches can be hydraulic, or manually operated.
  • each crutch 55,56 of rolling means In order to allow totally autonomous travel of the wagon structure of the convoy by oblique transverse movement, we can equip the base of each crutch 55,56 of rolling means with directional or fixed axis.
  • twistlocks such as 57 and 58 cooperating with the lower corner pieces of the containers for securing to the structure car.
  • twistlocks In order to admit large containers size, four additional twistlocks are planned, including two at the front such as 59 and two at the rear such as 60. These twistlocks are supported by a retractable plate which allows to erase the whole in the wall of each of ends of each of the flank pieces.
  • the first mode concerns loading / unloading in line or longitudinal.
  • This loading / unloading mode requires a loading area called rails integrated in the ground.
  • the transport unit rail is joined or separated by a longitudinal longitudinal movement of sound translation open end brought in by external means.
  • the road unit is loaded or unloaded, either directly along the load-bearing linear structures of displacement, either indirectly, through one or more transverse structure (s) mobile carrier (s) on which rests his road running gear.
  • Loading / unloading takes place in bringing the rear end obliquely after separation with the neighboring supporting structure by all means, for example using crutches, then shifting obliquely by rolling on the loading dock, operation during which the supporting structure swivels as a whole around its front end by taking pivoting support on the front bogie.
  • the supporting structure After loading, for example, a vehicle road, the supporting structure is brought back laterally towards its initial position by a pivoting movement in the same way as before, but in reverse order.
  • Lifting means for example integrated in the form of crutches, raise the front ends flank pieces, and come to place them opposite means for securing-locking the end before the next supporting structure.
  • the supporting structure After coupling and locking, the supporting structure is ready in the convoy with its re-loading for rail transport.
  • Means for lifting the rear end integrated into the wagon or exterior structure will allow, after opening additional locks security (not shown), to separate the means of joining and obtaining the dissociation of the wagon structure of the bogie interface.
  • a movement of rotation around the front end will ensure the rear end clearance by offset oblique.
  • the front end is then disconnected and brought out of alignment with the convoy.
  • This overall lifting makes it possible to extract convoy the rail transport unit with its loading, drop it somewhere else pending, or insert it with its load in another convoy rail.
  • Lifting means at both ends allow the removal of the wagon structure by transverse or longitudinal shift.
  • the means described above will provide the possibility to choose and carry out the loading / unloading best suited to the load (container, road unit or other) and at the configuration of the station handling area, train and constraints and peculiarities of the sorting operation.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Handcart (AREA)
  • Intermediate Stations On Conveyors (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Replacing, Conveying, And Pick-Finding For Filamentary Materials (AREA)
  • Bridges Or Land Bridges (AREA)
  • Devices Affording Protection Of Roads Or Walls For Sound Insulation (AREA)

Claims (10)

  1. Gekuppelte Einheit mit zwei einander folgenden Wagenstrukturen und einem gemeinsamen Fahrgestell (1), wobei die Kupplung an den beiden einander zugekehrten Enden der einander folgenden Wagenstrukturen vorgesehen ist, deren Körper in Längsrichtung jeweils von zwei durch ein abgesenktes Bodenteil (17) miteinander verbundenen Wangen (10, 11) begrenzt ist und die jeweils ein "V"-förmig (21) ausgebildetes vorderes Ende (18) und ein von zwei parallelen Armen (14, 15) gebildetes hinteres Ende (13) aufweisen, von denen das vordere Ende (18) schwenkbar an einem oberen Bereich einer gemeinsamen Lagereinheit (22) angelenkt und das hintere Ende (13) mit einem Drehschemel (26) verbunden ist, der wiederum an der gemeinsamen, am Spurlager des gemeinsamen Fahrgestells angebrachten Lagereinheit (22) angeordnet ist, dadurch gekennzeichnet, daß der Drehschemel (26) in das "V"-förmige vordere Ende (18) der ersten Wagenstruktur integriert ist und daß der Drehschemel (26) an jedem seiner Enden eine Aufnahmestütze (30, 31) aufweist, die mit einem Festsetzmittel für jedes Ende (46) der Arme (14, 15) des hinteren Endes (13) der der ersten Wagenstruktur benachbarten zweiten Wagenstruktur ausgestattet ist, wobei die Enden (46) der Arme (14, 15) jeweils ein Verbindungsmittel aufweisen.
  2. Gekuppelte Einheit mit zwei einander folgenden Wagenstrukturen und einem gemeinsamen Fahrgestell nach Anspruch 1, dadurch gekennzeichnet, daß das "V"-förmige (21) vordere Ende (13) der ersten Wagenstruktur von zwei auf Abstand angeordneten Platten (27, 28) gebildet ist, die mittels eines Distanzstücks (29) auf Abstand gehalten sind, wobei der Drehschemel (26) zwischen den mit Abstand angeordneten Platten (27, 28) angeordnet ist.
  3. Gekuppelte Einheit mit zwei einander folgenden Wagenstrukturen und einem gemeinsamen Fahrgestell nach Anspruch 1 oder 2, dadurch gekennzeichnet, daß der Drehschemel (26) bezüglich des "V"-förmigen (21) vorderen Endes (13) der ersten Wagenstruktur frei drehbeweglich ist.
  4. Gekuppelte Einheit mit zwei einander folgenden Wagenstrukturen und einem gemeinsamen Fahrgestell nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß jede Aufnahmestütze (30, 31) an jedem Ende des Drehschemels (26) in Form einer Wanne (34) ausgebildet und mit einem transversalen Blockierfinger (36) ausgestattet ist, welcher bezüglich des Körpers der Wanne (34) quer angeordnet ist und in seiner Austrittsposition in diesen vorragt.
  5. Gekuppelte Einheit mit zwei einander folgenden Wagenstrukturen und einem gemeinsamen Fahrgestell nach Anspruch 4, dadurch gekennzeichnet, daß der Blockierfinger (36) in der Aufnahmestütze (30, 31) in Richtung seiner Austrittsposition elastisch belastet ist.
  6. Gekuppelte Einheit mit zwei einander folgenden Wagenstrukturen und einem gemeinsamen Fahrgestell nach Anspruch 4, dadurch gekennzeichnet, daß die Aufnahmestützen (30, 31) an ihrem Eintritt mit in Eintrittsrichtung konvergierenden Rampen (37, 38, 39) versehen sind.
  7. Gekuppelte Einheit mit zwei einander folgenden Wagenstrukturen und einem gemeinsamen Fahrgestell nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß jedes Ende (46) der Arme (14, 15) als Spitze mit in Richtung zum Ende der Spitze konvergierenden Schrägen ausgebildet ist und mit einer Eingreif-/Auszieheinrichtung (47) versehen ist, welche mit dem Blockierfinger Im Sinne einer Starr-Kupplung zusammenwirkt.
  8. Gekuppelte Einheit mit zwei einander folgenden Wagenstrukturen und einem gemeinsamen Fahrgestell nach Anspruch 7, dadurch gekennzeichnet, daß die Eingreif-/Auszieheinrichtung (47) ein Aufnahmestück (48) mit einer Öffnung, in welche der Blockierfinger (36) eingreift, und eine Freisetzeinrichtung für den Blokkierfinger umfaßt.
  9. Gekuppelte Einheit mit zwei einander folgenden Wagenstrukturen und einem gemeinsamen Fahrgestell nach Anspruch 8, dadurch gekennzeichnet, daß die Freisetzeinrichtung ein Schwenkglied (49) ist, welches von einer Treibstange (51) und einem schwenkbaren Freisetzglied (52) gebildet ist, dessen Ende einen Druck auf Ende des Blockierfingers (36) zum Freisetzen ausübt, um diesen aus dem Aufnahmestück (49) auszuschieben.
  10. Gekuppelte Einheit mit zwei einander folgenden Wagenstrukturen und einem gemeinsamen Fahrgestell nach einem der vorangehenden Ansprüche, dadurch gekennzeichnet, daß das vordere Ende (18) von einer einzigen Platte gebildet und sich in vertikaler Richtung von dem Fahrgestell (1) lösen kann, ohne den Drehschemel (26) vertikal zu verstellen.
EP93440063A 1992-08-20 1993-08-19 Kupplungseinheit zwischen zwei aufeinander folgenden Waggons und einem gemeinsamen Drehgestell Expired - Lifetime EP0584026B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9210242 1992-08-20
FR9210242A FR2694913B1 (fr) 1992-08-20 1992-08-20 Ensemble d'accouplement entre deux structures wagon successives et un bogie commun.

Publications (2)

Publication Number Publication Date
EP0584026A1 EP0584026A1 (de) 1994-02-23
EP0584026B1 true EP0584026B1 (de) 2001-05-23

Family

ID=9432996

Family Applications (1)

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EP93440063A Expired - Lifetime EP0584026B1 (de) 1992-08-20 1993-08-19 Kupplungseinheit zwischen zwei aufeinander folgenden Waggons und einem gemeinsamen Drehgestell

Country Status (11)

Country Link
US (1) US5564341A (de)
EP (1) EP0584026B1 (de)
AT (1) ATE201360T1 (de)
AU (1) AU679001B2 (de)
CA (1) CA2142694A1 (de)
DE (1) DE69330237T2 (de)
ES (1) ES2157917T3 (de)
FR (1) FR2694913B1 (de)
RU (1) RU2121932C1 (de)
UA (1) UA29455C2 (de)
WO (1) WO1994004406A1 (de)

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FR2810612B1 (fr) * 2000-06-23 2002-10-04 Lohr Ind Systeme de transport et de chargement/dechargement des wagons en oblique dans une gare ferroviaire de transport combine rail/route et son procede de mise en oeuvre
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ITAR20070031A1 (it) * 2007-06-22 2008-12-23 Angiolo Barneschi Carro ferroviario apribile per il trasporto di unita' di carico
PT105760A (pt) * 2011-06-15 2013-02-08 Luis Filipe Da Guia Nunes Vagão ferroviário multimodal, método de funcionamento de entrada e saída de mercadorias e respectiva utilização
ES2611926B1 (es) * 2017-02-13 2018-02-27 Construcciones Y Auxiliar De Ferrocarriles, S.A. Vagón ferroviario para transporte de semiremolques y contenedores
DE102017003307A1 (de) 2017-04-05 2018-10-11 Hartmut Jörck Eisenbahntransportsystem für den kombinierten Verkehr
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Also Published As

Publication number Publication date
CA2142694A1 (fr) 1994-03-03
WO1994004406A1 (fr) 1994-03-03
EP0584026A1 (de) 1994-02-23
FR2694913B1 (fr) 1994-09-23
AU4964093A (en) 1994-03-15
ATE201360T1 (de) 2001-06-15
RU2121932C1 (ru) 1998-11-20
US5564341A (en) 1996-10-15
UA29455C2 (uk) 2000-11-15
DE69330237D1 (de) 2001-06-28
AU679001B2 (en) 1997-06-19
ES2157917T3 (es) 2001-09-01
DE69330237T2 (de) 2001-12-06
FR2694913A1 (fr) 1994-02-25
RU95109147A (ru) 1996-11-20

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