EP0464422A1 - Wagon ferroviaire utilisable ou apte au transport de voitures particulières - Google Patents

Wagon ferroviaire utilisable ou apte au transport de voitures particulières Download PDF

Info

Publication number
EP0464422A1
EP0464422A1 EP91109747A EP91109747A EP0464422A1 EP 0464422 A1 EP0464422 A1 EP 0464422A1 EP 91109747 A EP91109747 A EP 91109747A EP 91109747 A EP91109747 A EP 91109747A EP 0464422 A1 EP0464422 A1 EP 0464422A1
Authority
EP
European Patent Office
Prior art keywords
flap
car
end position
loading
flaps
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.)
Granted
Application number
EP91109747A
Other languages
German (de)
English (en)
Other versions
EP0464422B1 (fr
Inventor
Willi Dipl.-Ing. Dörpmund
Wolfgang Dipl.-Ing. Graaff
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.)
Graaff GmbH
Original Assignee
Graaff GmbH
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 Graaff GmbH filed Critical Graaff GmbH
Publication of EP0464422A1 publication Critical patent/EP0464422A1/fr
Application granted granted Critical
Publication of EP0464422B1 publication Critical patent/EP0464422B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D47/00—Loading or unloading devices combined with vehicles, e.g. loading platforms, doors convertible into loading and unloading ramps
    • B61D47/005—Loading or unloading devices combined with road vehicles carrying wagons, e.g. ramps, turntables, lifting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D19/00—Door arrangements specially adapted for rail vehicles
    • B61D19/003—Door arrangements specially adapted for rail vehicles characterised by the movements of the door
    • B61D19/005—Door arrangements specially adapted for rail vehicles characterised by the movements of the door sliding
    • B61D19/007—The doors being wall panels enabling complete opening of the wagon sides, e.g. for quick loading or unloading
    • 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

Definitions

  • the object of the invention is therefore to show ways in which car transporters can be loaded and unloaded as parts of a train of cars and car transporters via a normal passenger platform.
  • a railroad car is to be shown that can be placed on a passenger train and loaded and unloaded at any passenger platform.
  • the railway carriage designed according to the invention is a vehicle with two bogies, in which the underframe 1 is supported in the usual manner on both ends on one of the two bogies 2, 3.
  • the wagon is basically designed as a covered freight wagon that can be loaded from the side with several cars that are parallel to the car transport wagon, which can be used for this purpose, for which a conventional passenger platform can be used.
  • Several cars can be transported on two levels, one car behind the other on each level.
  • the railroad car has at least one side wall, which essentially consists of a plurality of flaps 4 which follow one another in the longitudinal direction of the car.
  • Each of the approximately equally sized flaps 4 has approximately the length of cars that are to be transported by railroad car, the longest of the possibly to be transported cars of course being decisive.
  • the width B of each flap 4 is dimensioned such that when the flap is in a substantially vertical position, its upper edge 5 lies within but as close as possible to the upper end of the vertical section of the permissible vehicle boundary profile.
  • each flap 4 is articulated on the underframe 1, specifically in joints whose common longitudinal axis runs along the one longitudinal edge of the vehicle underframe.
  • all flaps 4 are dimensioned the same, while the width B 'of the last, i.e. over each of the bogies 2,3 flaps is less to the extent that the higher end section of the underframe 1 forces over the respective bogie, while the top edges 5 of all flaps over the length of the carriage at the same height above the rail top parallel to this run when the flaps are in their vertical end position.
  • the length L of the flaps is the same for practical reasons, although deviations from this as well as further deviations in the width B than described above would not mean any deviations from the invention.
  • joints 7 between the lower edges 6 of the flaps 4 and the underframe 1, in particular its one side longitudinal member, is not essential to the invention and can be conventional, for example by holding bolts of the flaps in bearing eyes of the underframe or rotatably axially immovably are.
  • each of the flaps 4 is designated I in FIG. 2 and in this position the flaps are shown in FIG.
  • the other, essentially horizontal end position of the flaps 4, within the swivel range of the flaps, is designated by 11.
  • the pivoting movements of the flaps in both directions between The two end positions I and 11 are represented by the double arrow 8.
  • the pivoting movements 7 are motorized, for example, an on-board electric or hydraulic motor in particular acts via cables in the area of the narrow sides of each flap and a compensating spring system is integrated in each cable to serve as a weight compensation in such a way that the movement of the respective flap the end position 11 in the end position I is supported by the relaxing spring systems and the movement of the respective flap is braked in the reverse direction from the end position I into the end position 11 by tensioning the compensating spring systems.
  • Each flap can be assigned its own motor, which acts on several cables of this flap at the same time, each cable can be assigned its own drive motor, the operation of these motors must be synchronized, or all flaps of a car can be assigned a common motor whose Action on the cables of the flaps is controlled by an appropriate distribution system.
  • each flap 4 can be variable within a range, so that different heights of different platforms 9 in relation to the height of the joints 7 above the top edge of the rail can be taken into account by different inclination of the respective flap to the horizontal surface of the platform 9.
  • this requires a correspondingly rigid design of each flap 4, so that it does not bend inadmissibly if it is held in the joints 7 only in the region of one longitudinal edge 6, with the other longitudinal edge 5 rests on the surface of the platform 9 and through a car is loaded.
  • the respective flap 4 In order to prevent bending and to take into account the fact that the cars are to be loaded by the drivers themselves, that is, not by experts in loading technology and no special aids are to be used here, it may be desirable to have the respective flap 4 at different heights Let platforms in final position II rest on the top of the platform.
  • the end position II can be selected as horizontally as possible as close as possible and from this end position the flap 4 can be adjusted vertically parallel to itself (arrow 10) in order to bring it from the end position II into an end position II ', in which it rests with its entire surface on the top of the platform, even if the height of the surface of the platform 9 above the top edge of the rail differs within limits from one station to the other.
  • the adjustment movement in both directions of the double arrow 10 can be effected by appropriate design of the drive for pivoting the respective flap 4 or by an appropriate separate drive, essential is a design of the joints 7 such that they can be adjusted vertically.
  • the possibility of pivoting the flaps 4 between the end positions I and II is essential to the invention, and the possibility of adjusting the flaps 4 between the end positions II and II 'is an expedient embodiment of the invention, while the means for effecting these adjustment movements can be conventional means per se.
  • a car to be loaded and unloaded should not come to a standstill directly on one of the flaps 4.
  • the surface of the respective flap, which is facing the ascending or descending car, rather carries a loading pallet 11, which can be in one piece, but can also be divided in such a way that a loading pallet section separated from the other section is arranged in the front and rear axle area of the car ,
  • the areas of the loading plates between two loading pallet sections must be designed so that differences in height do not hinder driving on the plate and pallet too much.
  • the loading pallet 11 or its two sections can be adjusted synchronously in the transverse direction with respect to the longitudinal direction of the railroad car relative to the respective loading flap 4.
  • a suitable drive can also be assigned to the railroad car for this purpose.
  • this drive since the transverse movement of the loading pallet can only be effected in the end position II of the loading flap, it is less expedient to design this drive as a relatively multi-part cable pull, but it may be more expedient to effect the adjustment movements with, for example, hydraulic piston-cylinder units, the cylinders of which the flaps can be fixed and act on the respective loading range with the outer ends of piston rods.
  • rollers 12 can be provided, which are either - in position II or 11 '- integrated in the top of the respective loading flap 4, form a rolling floor and on which the respective loading pallet is supported with its smooth underside, or which are integrated into the underside of the respective loading pallet, so that the loading pallet 11 is supported on the smooth upper side of the respective loading flap 4, that is to say the loading pallet is designed as a rolling pallet det.
  • the solution marked last has the advantage over the first solution that fewer rollers are required, which are easier to protect against contamination.
  • the respective loading flap 4 is now assigned a loading pallet 11, and this is also assigned a loading bridge 13.
  • the loading bridge 13 is laterally displaceable with the respective loading pallet 11, and both can be pivoted about the joints 7 with the respective loading flap 4.
  • the loading bridge 13 is vertically adjustable relative to the associated loading pallet when the loading pallet has been moved into the railroad car.
  • a nut can be permanently assigned to the respective loading bridge 13 in the region of each of its corners, through which a forcibly rotatable spindle is passed.
  • the loading bridge 13 can be adjusted vertically relative to its loading pallet 11.
  • flap extensions 15 which can be pivoted away can be assigned to the loading flaps 4 in the region of the longitudinal edges facing away from the joints 7, with the flaps 4 in the vertical position.
  • the relevant loading flap is released after releasing corresponding locking devices 16 between the loading flap 4 and vertical vertical posts 17 firmly connected to the floor structure 1
  • one of the two arrow directions 8 is pivoted from the end position I into the end position 11 or into an end position between 11 and II 'or, if appropriate, lowered into the end position II' after the pivoting into the position 11, so that it rests on the platform 9.
  • the flap widening 15, but in particular a corresponding flap widening on one of the two narrow sides of the flap is manually folded over from the position shown, so that a height difference between platform 8 and the flap top, which is dependent on the thickness of the flap, is compensated for.
  • a car is now driven onto the loading flap 4 in such a way that it comes to rest on the loading bridge 13.
  • the car By dropping into appropriate recesses, wheel rugs or the like, the car can be secured on the loading bridge if one does not want to rely on the self-braking of the vehicle.
  • the formation of guide channels 17 in the loading bridge 13 facilitates the opening of the car.
  • the loading pallet 11 with the loading bridge 16 and the car standing on it is moved behind the area of the joints 7 into the railroad car. If the loading pallet has been moved from position 11 to position IV, the loading flap 4 can be pivoted into the vertical position in the other of the arrow directions 8 and locked with the devices 16 after the widenings 15 had been folded in before pivoting.
  • the railroad car is ready to go.
  • This state of charge is selected if only a few cars are to be transported or if the car is a tall vehicle, since the term "car” should of course not only include passenger cars in the narrower sense but also station wagons, minibuses and corresponding special vehicles.
  • the loading bridge 13 is moved vertically upwards relative to the loading pallet 11 after reaching the end position IV without the loading flap 4 having been moved out of the end position II or 11 ', insofar as the vehicle boundary profile and allow the car.
  • the lifting devices 14 are relieved by corresponding locking devices.
  • the loading pallet 11 can be brought from position IV again to position II, loaded in the manner described and returned to position IV. Only then is the loading plate 4, if necessary, pivoted in a direction of arrow 10 in front of the two cars into position I and locked there.
  • the second side wall of a railroad car can be designed in the same way as the side wall described and the loading pallet, optionally with the loading bridge, can be moved to both sides. This solution will be useful if platforms on different sides of the rail car have to be considered. If this is not to be expected, the second side wall of the railroad car can be omitted or can be of conventional design. At only As a rule, a rail car roof will not be provided for a side wall designed according to the invention. The invention then relates to an on-board loading and unloading device of a railroad car for the transport of cars in the above definition.
  • the railroad car is intended to be adjustable in a passenger train, it will be closed on all sides, i.e. have a side wall designed according to the invention, a further side wall conventionally or likewise designed according to the invention, end walls and roof 18.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Auxiliary Methods And Devices For Loading And Unloading (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Emergency Lowering Means (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
EP91109747A 1990-06-13 1991-06-13 Wagon ferroviaire utilisable ou apte au transport de voitures particulières Expired - Lifetime EP0464422B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE4018933 1990-06-13
DE4018933 1990-06-13
DE4020039A DE4020039A1 (de) 1990-06-13 1990-06-23 Zum transport von personenkraftwagen einsetzbarer bzw. geeigneter eisenbahngueterwagen
DE4020039 1990-06-23

Publications (2)

Publication Number Publication Date
EP0464422A1 true EP0464422A1 (fr) 1992-01-08
EP0464422B1 EP0464422B1 (fr) 1995-02-08

Family

ID=25894119

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91109747A Expired - Lifetime EP0464422B1 (fr) 1990-06-13 1991-06-13 Wagon ferroviaire utilisable ou apte au transport de voitures particulières

Country Status (3)

Country Link
EP (1) EP0464422B1 (fr)
AT (1) ATE118193T1 (fr)
DE (2) DE4020039A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002076804A1 (fr) * 2001-03-26 2002-10-03 Permar Oy Wagon a marchandises et procede pour charger un wagon a marchandises
EP2090489A1 (fr) * 2008-02-12 2009-08-19 ÖBB-Personenverkehr AG Auto-train

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1290020A (fr) * 1961-05-26 1962-04-06 Vyzk Ustav Kolejovych Vozidel Panneaux abattants pour parois de caisses de véhicules
US3149583A (en) * 1961-05-11 1964-09-22 Stephen A Morrill Railway car
CH434343A (de) * 1965-05-26 1967-04-30 Hans Bieri Ing Bureau Maschine Querladewaggon, insbesondere für den Transport von Autos
US3851596A (en) * 1970-04-08 1974-12-03 I Ross Vehicle transporting apparatus
DE3502226A1 (de) * 1985-01-24 1986-07-24 Bernfried Dr. 5000 Köln Kraß Schienengebundenes transportfahrzeug, insbesondere zum transport von personenkraftwagen

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1935545A1 (de) * 1969-07-12 1971-01-21 Rose Walter Kg Leiterverbinder,insbesondere fuer Fernmeldeleitungen
US3661098A (en) * 1969-08-14 1972-05-09 William M Jaekle Apparatus for shipping automobiles
DE2038303C3 (de) * 1970-08-01 1974-04-04 Wegmann & Co, 3500 Kassel Vorrichtung zum Verladen von Kraftwagen in ein Schienenfahrzeug
AT313355B (de) * 1971-08-27 1974-02-11 Jenbacher Werke Ag Eisenbahnwaggon zum Transport insbesondere von Kraftfahrzeugen
DE3616484A1 (de) * 1986-05-15 1987-11-19 Schlimm Norbert Dipl Ing Anlage zum be- und entladen von kraftfahrzeugen und lasten auf ein und von einem schienenfahrzeug
DE3842460A1 (de) * 1988-12-16 1990-06-21 Ludwig Boelkow Systemtechnik G Verfahren zum verladen von kraftfahrzeugen auf eisenbahnwaggons

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3149583A (en) * 1961-05-11 1964-09-22 Stephen A Morrill Railway car
FR1290020A (fr) * 1961-05-26 1962-04-06 Vyzk Ustav Kolejovych Vozidel Panneaux abattants pour parois de caisses de véhicules
CH434343A (de) * 1965-05-26 1967-04-30 Hans Bieri Ing Bureau Maschine Querladewaggon, insbesondere für den Transport von Autos
US3851596A (en) * 1970-04-08 1974-12-03 I Ross Vehicle transporting apparatus
DE3502226A1 (de) * 1985-01-24 1986-07-24 Bernfried Dr. 5000 Köln Kraß Schienengebundenes transportfahrzeug, insbesondere zum transport von personenkraftwagen

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002076804A1 (fr) * 2001-03-26 2002-10-03 Permar Oy Wagon a marchandises et procede pour charger un wagon a marchandises
EP2090489A1 (fr) * 2008-02-12 2009-08-19 ÖBB-Personenverkehr AG Auto-train

Also Published As

Publication number Publication date
ATE118193T1 (de) 1995-02-15
EP0464422B1 (fr) 1995-02-08
DE59104531D1 (de) 1995-03-23
DE4020039A1 (de) 1991-12-19

Similar Documents

Publication Publication Date Title
EP0621372B1 (fr) Wagon poseur pour le chargement, le transport et le déchargement des rails longs de voie ferrée
DE3136687C2 (de) System, Betriebsverfahren und Vorrichtungen zum gleichzeitigen und rangierfreien Umschlag zwischen Schiene und Schiene sowie Strasse und Schiene
DE69325768T2 (de) Verfahren zum Verändern der Spurweite eines Schienenfahrzeuges, Schienenfahrzeug mit veränderlicher Spurweite und zugehörige Bodeneinrichtung
DE69314746T2 (de) Drehgestelle für Schienenfahrzeuge mit veränderlichem Räderabstand
DE69330706T2 (de) Verfahren zum Verändern der Spurweite eines Schienenfahrzeuges, Schienenfahrzeug mit veränderlicher Spurweite und zugehörige Bodeneinrichtung
DE102009012159B4 (de) Güterumschlageinrichtung für den kombinierten Güterverkehr
DE4214632C2 (de) Parkhaussystem zum Ein- und Auslagern von Fahrzeugen
EP0553764B1 (fr) Transporteur aérien sur monorail
EP3248853A1 (fr) Véhicule de transport de personnes
EP0616936B1 (fr) Train articulé
DE4332266C2 (de) Güterwagen zur Bildung eines schienengebundenen Güterzuges für den kombinierten Güterverkehr Schiene/Straße
EP0878369A1 (fr) Wagon de manutention de materiau en vrac
DE2504966A1 (de) Hochbahn-transportsystem
DE2423322B2 (de) Eisenbahngueterwagen fuer den transport von fahrzeugen, wohnwagen und booten
EP0464422B1 (fr) Wagon ferroviaire utilisable ou apte au transport de voitures particulières
EP2792568B2 (fr) Véhicule sur rails en plusieurs parties
DE943296C (de) Schienenfahrzeug fuer Behaelterverkehr
DE9105882U1 (de) Güterwaggon der Eisenbahn
DE8717556U1 (de) Gelenkwagen für den Nahverkehr
DE3934364C2 (fr)
DE3502226A1 (de) Schienengebundenes transportfahrzeug, insbesondere zum transport von personenkraftwagen
DE4209664C2 (de) Vorrichtung zum Auswechseln von Radsätzen oder Drehgestellen an Schienenfahrzeugen
DE3420829A1 (de) System zum auswechseln von walzgeruesten eines formstahl-walzwerks, als walzgeruesttraeger dienender mehrfachfunktions-laufwagen fuer das aufstellen an den walzplaetzen und den transport zu den vormontagestellen
EP0720943A1 (fr) Dispositif de levage avec griffes pour rails
WO1992001595A1 (fr) Wagons a marchandises

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH DE DK ES FR GB GR IT LI LU NL SE

RBV Designated contracting states (corrected)

Designated state(s): AT DE FR IT

17P Request for examination filed

Effective date: 19920708

17Q First examination report despatched

Effective date: 19930823

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT DE FR IT

REF Corresponds to:

Ref document number: 118193

Country of ref document: AT

Date of ref document: 19950215

Kind code of ref document: T

ET Fr: translation filed
REF Corresponds to:

Ref document number: 59104531

Country of ref document: DE

Date of ref document: 19950323

ITF It: translation for a ep patent filed
PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Effective date: 19950613

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
REG Reference to a national code

Ref country code: FR

Ref legal event code: TP

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20060608

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20060609

Year of fee payment: 16

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20060630

Year of fee payment: 16

REG Reference to a national code

Ref country code: FR

Ref legal event code: ST

Effective date: 20080229

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20080101

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20070702

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20070613