EP0481904A1 - Kupplungszwischenstück zur Verbindung eines Strassengespanns oder eines Behälters mit einem Drehgestell für die Umrüstung als Eisenbahneinheit - Google Patents

Kupplungszwischenstück zur Verbindung eines Strassengespanns oder eines Behälters mit einem Drehgestell für die Umrüstung als Eisenbahneinheit Download PDF

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Publication number
EP0481904A1
EP0481904A1 EP91440082A EP91440082A EP0481904A1 EP 0481904 A1 EP0481904 A1 EP 0481904A1 EP 91440082 A EP91440082 A EP 91440082A EP 91440082 A EP91440082 A EP 91440082A EP 0481904 A1 EP0481904 A1 EP 0481904A1
Authority
EP
European Patent Office
Prior art keywords
centering
bogie
studs
stud
trailer
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.)
Withdrawn
Application number
EP91440082A
Other languages
English (en)
French (fr)
Inventor
Jean-Luc Andre
Jean Lienard
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.)
SAMBRE ET MEUSE
Lohr Industrie SA
Original Assignee
SAMBRE ET MEUSE
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 SAMBRE ET MEUSE, Lohr Industrie SA filed Critical SAMBRE ET MEUSE
Publication of EP0481904A1 publication Critical patent/EP0481904A1/de
Withdrawn legal-status Critical Current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
    • 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
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B61D3/12—Articulated vehicles comprising running gear interconnected by loads
    • 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
    • B61D3/20—Wagons or vans adapted for carrying special loads for forwarding containers

Definitions

  • the present invention relates to a coupling interface between a bogie and a road unit or container with a view to their coupling-locking for the constitution of a rail unit.
  • a train is formed by mounting the road units or the containers on two successive bogies by external handling means or integrated lifting means.
  • each bogie There is also the coupling by longitudinal translation according to which each end of the chassis is slightly raised one after the other by integrated lifting means to be fitted after a lowering movement in complementary coupling structures. provided on each bogie.
  • This type of coupling has the advantage of not making systematic use of significant handling means such as cranes or gantry cranes which are not necessarily available in all freight stations.
  • the present invention aims to allow, by the same structures, either a vertical coupling and a coupling by longitudinal translation while ensuring sufficient minimum support for rail travel.
  • the invention relates to an interface of rail-road coupling structures of a road unit, a swap body or a container on a bogie, characterized in that it consists of a cross-member bogie carrier and a transverse trailer end structure provided with complementary coupling and locking means comprising a pre-centering, a self-centering and a locking allowing either coupling-locking by vertical movement or by translation longitudinal.
  • the self-centering means are produced in the form of two retractable studs with backlash and locking in driving in at a minimum projecting position by a driving lock.
  • the uncoupling is carried out by a lever extraction device actuated by a pneumatic bellows acting at the level of the head of the stud on the end of the lock control rod.
  • the present invention relates to various means used in cooperation, the association of which makes it possible to perform coupling-centering between a road unit or a swap body and a bogie with a view to its conversion into a rail unit.
  • the present invention relates to the field of the rapid conversion of a road unit into a rail unit with a view to the constitution of railway transport or delivery convoys.
  • the objective in this area is to convert a semi-trailer or trailer 1 or a container or swap body 2 as quickly as possible, using it as a connecting element between two successive bogies such as 3 and 4, as well as 'It is shown by way of illustration in Figures 1 and 2.
  • the trailers or the containers rest by their front and rear ends 5 and 6 on bearing surfaces such as 7 and 8 that the bogies 3 and 4 have in the upper part.
  • the present invention relates generally to a combination of means located on the one hand at the end of trailers 1 or containers 2 and on the other hand on and below the bearing surfaces 7 and 8 provided on bogies 3 and 4.
  • the same means indifferently allow coupling by vertical displacement and coupling by longitudinal translation.
  • the trailer 1 or container 2 is equipped at each of its ends with a transverse connection or end structure such as 9 and 10, by which it will come to couple and then lock to the bogie 3 or 4 on one or other of its bearing surfaces 7 or 8.
  • This transverse structure of the trailer end link can also and as well be shaped in its chassis end cross member.
  • the inclined ramp shape of the transverse trailer end structure or a ramp complementary to the front edge of the bogie bearing surface, or both simultaneously, can facilitate coupling by longitudinal translation.
  • the bogies each comprise two carrying crosspieces 11 and 12 on either side of a median transverse vertical plane. These bogie carrying crossmembers each receive in support a transverse structure 9 or 10 of the trailer end. These are centered, coupled and locked together by the appropriate means described below.
  • pre-centering brackets such as 14 and 15 defining each opposite extreme corner of the bogie carrying crossmember two converging ramps crossed as shown in FIGS. 3 and 4.
  • the pre-centering brackets 14 and 15 are each formed of two edge pieces 16 and 17, respectively longitudinal and transverse, arranged perpendicular to each other along each corner concerned. These each comprise in the upper part an oblique entry ramp 18 and 19 directed towards the bogie carrying cross member.
  • each piece of longitudinal edge has a free guide end 20 shaped as a ramp, slightly at an angle, directed towards the outside of the bogie and downwards.
  • the bogie carrying cross member 11 or 12 comprises, in addition to the pre-centering and locking means described above, self-centering means allowing the female latch parts of the transverse trailer end structure to come present themselves perfectly in front of the male latch parts for coupling.
  • the self-centering means are produced in the form of two centering studs such as 27 and 28 with an oblique end plane 29 present on each bogie crossmember.
  • the centering pads 27 and 28 used in the context of the invention are retractable, that is to say retractable between an extreme projecting position and an extreme recessed position. They also have a play take-up function providing an automatic adjustment in the high projection position for the total and final positioning of the stud in the corresponding receiving structures.
  • the body of the centering studs 27 and 28 has a general conical or pyramidal exterior shape. It comprises two opposite inclined chamfers, intended to cooperate with complementary ramps for the purpose of erasing the studs, in the bogie cross member in the case of coupling by longitudinal translation.
  • the studs are slidably mounted in a housing 30 internal to the bogie provided for this purpose below the bearing surface.
  • the body of the studs has a head 31 which continues downwards through a base 32 followed by a cylindrical extension 33 of smaller section delimiting a peripheral shoulder 34 and, with the adjacent wall of the housing, an annular volume 35 occupied by a coaxial compression spring 36 provided to ensure the elastic return force of the stud upwards.
  • This return spring is mounted between the bottom of the housing 30 and the shoulder 34.
  • Each centering stud slides along its housing 30 on the lateral surface of the base 32, thus ensuring its guidance during its outgoing and withdrawing movements.
  • each stud ends at the bottom by an annular end shaped externally in a bevel on its lateral surface.
  • the body has a cylindrical central longitudinal recess 37 in which is slidably mounted a lock control rod 38 having an upper end secured to a terminal piece 39 shaped like a mushroom and a lower end of larger diameter, with bulb 40, of cylindrical-conical shape with flat front end and conical ramp 41.
  • the body continues downwards by the extension of the cylindrical extension 33 which ends in a crown, delimiting an internal volume 42 receiving the bulb 40 from the end of the control rod 38.
  • the control rod 38 is mounted indirectly in elastic return upwards by the effect of bringing together the lock parts described below on the conical ramp 41 of the bulb 40, forcing it into a high projecting position, position in which the bulb at the lower end of the control rod is housed in the internal volume 42 delimited by the lower end of the body of the stud.
  • a total anti-sinking lock 43 is provided below the housing of each centering stud 27 and 28.
  • This blocking takes place at a partial driving distance determined by the dimensional construction characteristics. This distance corresponds, for example, to a three-quarter depression relative to the fully extended position.
  • This safety position guarantees a minimum projection of the studs, useful in the case of vertical coupling.
  • the lowering action of the control rod 38 causes the opening of the total anti-sinking lock 43 by a movement of separation of the lateral fingers 44 and 45 of the lock following the conversion of the vertical movement of the rod on the conical ramps and at the bevel of the lateral fingers.
  • the centering stud can then sink even more because it can form a descent passage by pushing the fingers of the lock even further apart due to the bevel provided on the lower end of the body of the working stud by its descent in spacing fingers.
  • the stud can thus be erased up to the level of the bearing surface.
  • This total anti-sinking lock automatically returns to the closed position as soon as the stud rises beyond the minimum exit position from which it acts in blocking.
  • the return force in approaching the lateral fingers 44 and 45 of the total anti-depression lock 43 causes the elastic return towards the top of the control rod 38.
  • trailer end crossmember can be integrated into the trailer chassis or replace it or be attached by juxtaposition on or against it.
  • coupling structures with longitudinal or vertical reception which are the female latch parts. These are in the form of open corners 49 and 50 provided for longitudinal or vertical engagement and locking in vertical movements after a quarter turn of the operating head 24 of the male lock pieces. These corners have a two-stage reception opening conformation 51 and 52. On the one hand for the reception of the pivoting axis 23 of the corner lock, it is a lower slot 53 and on the other hand for the control head, it is an upper slot 54. The latter develops towards the rear according to a circular upper chamber 55 or quasi-circular with an inlet cross section 56 slightly greater than the smallest section of the control head, that is to say that of longitudinal presentation.
  • the axis being the same dimensions in diameter as the width of the operating head 24, the latter will pass through the lower slot during the vertical engagement movement in the case of a coupling by vertical movement.
  • the upper floor has an open blocking support bottom 57 for the underside of the operating head of the corner lock.
  • This has a longitudinal entry slit of width slightly greater than the section of the axis.
  • the height of the lower stage slightly exceeds the length of the axis so as to allow the lock to be closed by the pivoting movement of the head with a view to blocking the locking in vertical movements.
  • this blocking also provides additional longitudinal safety immobilization.
  • Each of these structures is in the form of a guide 60 or 61 followed by a receiving opening 62 or 63.
  • Each guide has an entry window 64 or 65 followed by a convergence ramp 66 or 67 inclined from top to bottom, making it possible to push the retractable centering studs 11 or 12 into their housing by sliding-pushing.
  • Each convergence ramp 66 or 67 is followed by a reception opening 62 or 63 produced in the form of a sheath adapted to the shape of the stud in which comes up, in the extended position, the centering stud under the effect of the return force of the compression spring 36.
  • the sheaths being wearing parts are produced in the form of interchangeable parts lining each receiving opening. These affect, in the example described, a conical shape, open at the top, allowing the action of a release or extraction device in the form of a rocker 70 or 71 with tilting part 72 or 73 actuated by a drive member 74 or 75, for example a pneumatic bellows 76 or 77, whose inflation allows, thanks to the pushing action of the tilting part 72 or 73 on the end of the adjacent centering stud and on the end of the control rod 38 of the total anti-depression lock 43, the insertion of the latter into its housing and consequently, by support reaction, the release of the structures for receiving the centering studs allowing the longitudinal release of uncoupling in the case of uncoupling by longitudinal translation (FIGS. 18 and 19).
  • the total anti-sinking lock 43 previously described makes it possible to guarantee that the centering studs are immobilized with respect to the bogie carrying cross member at a minimum safety output position. A separate unlocking action on the rod turns out to be necessary for unlocking for further insertion.
  • Another embodiment of the above safety device consists in triggering the braking of the train if the control rod 38 sinks beyond a certain stroke.
  • pneumatic contactors actuated by the control rod 38 and no longer by the trailer or the container.
  • Another pneumatic contactor will prevent any pressurization of the brake lines until the twist locks are in the closed position.
  • tilt lock The trailer is brought, by external lifting means such as gantry or crane, into a position allowing vertical coupling.
  • the receiving openings of the transverse end structure 9 or 10 of the trailer are located approximately but as far as possible vertically from the centering studs 11 and 12.
  • the trailer frame is lowered until the ends of the trailer cross-structure come into contact with the end centering brackets.
  • the centering of the openings relative to the studs will not systematically allow these to go back up immediately to the high position, but will remain stuck at any point in their travel located between the minimum projection position and the maximum exit position.
  • This progressive self-centering adjustment is provided by the elastic return of the studs upwards and the friction angles of the contacting surfaces.
  • a vertical type coupling can also be carried out independently in the case of sufficient handling means integrated into the trailer. These must allow each of its ends to be lifted sufficiently and successively, for example by means of telescopic crutches or suspensions with pneumatic bellows with large clearance. Using these means, the trailer chassis can be raised enough to proceed to a so-called vertical coupling identical to that described above.
  • the trailer or bogie is brought close to the corresponding end until the bogie carrying crossmember is almost in contact with the transverse trailer end structure.
  • the chassis of the trailer is lifted by external handling means or integrated handling means up to the height of the transverse bogie support.
  • the lifting height is such that the bogie bearing surfaces and the trailer end come into correspondence in contact with each other, trailer end on bogie carrying crossmember.
  • inclined ramp shapes of the transverse trailer end structure or the bogie carrying cross member or both simultaneously can facilitate leveling.
  • each convergence ramp 66 and 67 of the guides 60 and 61 of the transverse trailer end structure come into contact with each centering stud and with each control rod 38 of the total anti-depression lock 43 which is exit due to its call up.
  • the dimensions and the inclination are such that each convergence ramp pushes in and the control rod of the total anti-depression lock and the body of the centering stud, thus releasing the latter in total depression.
  • the centering studs 11 and 12 being retractable, they collapse as they progress along the convergence ramps of the guides until they occupy a position opposite the receiving openings, in which they are housed, under the effect of the restraint upward.
  • the male latch parts are entered by longitudinal translation in the corners thanks to the longitudinal centering provided by the windows 64 and 65 of the guides 60 and 61 and the pre-centering brackets 14 and 15.
  • the operating heads 24 of the longitudinally directed corner locks are centrally positioned in the upper chamber. Just rotate them a quarter of a turn to get the lock.
  • each rocker 70 or 71 first presses on the control rod of the bolt emerging from the head of the stud due to its return upwards. This continuing support unlocks the total anti-sinking lock 43 and allows the complete pressing of each centering stud into its corresponding housing.
  • the relative movement of the bogie relative to the transverse trailer end structure can take place. During this movement, the studs gradually return to their extended position as the trailer moves away from the bogie by the sliding-pushing movement upwards on the convergence ramps 66 and 67 until complete liberation. at the outlet of each centering stud.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Body Structure For Vehicles (AREA)
  • Automatic Assembly (AREA)
EP91440082A 1990-10-16 1991-10-16 Kupplungszwischenstück zur Verbindung eines Strassengespanns oder eines Behälters mit einem Drehgestell für die Umrüstung als Eisenbahneinheit Withdrawn EP0481904A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9012932A FR2667838B1 (fr) 1990-10-16 1990-10-16 Interface d'accouplement entre une bogie et une unite routiere ou un conteneur pour sa conversion en unite ferroviaire.
FR9012932 1990-10-16

Publications (1)

Publication Number Publication Date
EP0481904A1 true EP0481904A1 (de) 1992-04-22

Family

ID=9401379

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91440082A Withdrawn EP0481904A1 (de) 1990-10-16 1991-10-16 Kupplungszwischenstück zur Verbindung eines Strassengespanns oder eines Behälters mit einem Drehgestell für die Umrüstung als Eisenbahneinheit

Country Status (4)

Country Link
EP (1) EP0481904A1 (de)
CS (1) CS312991A3 (de)
FR (1) FR2667838B1 (de)
WO (1) WO1992006878A1 (de)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0538648A1 (de) * 1991-10-19 1993-04-28 Preussag AG Tragwagen für den kombinierten Ladungsverkehr
US5564341A (en) * 1992-08-20 1996-10-15 Lohr Industrie, S.A. Coupling assembly between two successive wagon structures and a common bogie
WO2002060737A1 (de) * 2001-01-31 2002-08-08 Werner Haag Verfahrne und niederflurfahrzeug zum transport von strassenfahrzeugen auf der schiene
GB2420331A (en) * 2004-11-18 2006-05-24 Robert Malcolm Ord Intermodal trailer

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4118759C2 (de) * 1991-06-06 1998-06-04 Preussag Ag Tragwagen für den kombinierten Ladungsverkehr
CN101563243B (zh) 2006-12-20 2011-09-21 铁路赛跑者N.A.公司 两用集装箱底盘
CN112208559B (zh) * 2020-10-19 2021-08-27 郑州铁路职业技术学院 铁路运输多用途伸缩式货车

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3070041A (en) * 1957-11-29 1962-12-25 Pullman Inc Highway-railway transportation system and apparatus
FR1368963A (fr) * 1963-06-28 1964-08-07 Semi-remorque perfectionnée à usages routiers et ferroviaires et dispositifs destinés à son adaptation
EP0241099A1 (de) * 1986-04-07 1987-10-14 B.V. Alpha Engineering Ingenieurs- en Projectenbureau Eisenbahnzug, Drehgestell, Drehgestellaufbewahrungswagen und Aufliegeranhänger
EP0320420A1 (de) * 1987-12-11 1989-06-14 Bretco In Eisenbahnwagen umwandelbare Fahrzeuge und Transportvorrichtungen und Drehgestelle dafür
EP0328852A1 (de) * 1988-01-20 1989-08-23 BREDA COSTRUZIONI FERROVIARIE S.p.A. Schiene-Strasse-Sattelanhänger

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3070041A (en) * 1957-11-29 1962-12-25 Pullman Inc Highway-railway transportation system and apparatus
FR1368963A (fr) * 1963-06-28 1964-08-07 Semi-remorque perfectionnée à usages routiers et ferroviaires et dispositifs destinés à son adaptation
EP0241099A1 (de) * 1986-04-07 1987-10-14 B.V. Alpha Engineering Ingenieurs- en Projectenbureau Eisenbahnzug, Drehgestell, Drehgestellaufbewahrungswagen und Aufliegeranhänger
EP0320420A1 (de) * 1987-12-11 1989-06-14 Bretco In Eisenbahnwagen umwandelbare Fahrzeuge und Transportvorrichtungen und Drehgestelle dafür
EP0328852A1 (de) * 1988-01-20 1989-08-23 BREDA COSTRUZIONI FERROVIARIE S.p.A. Schiene-Strasse-Sattelanhänger

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0538648A1 (de) * 1991-10-19 1993-04-28 Preussag AG Tragwagen für den kombinierten Ladungsverkehr
US5564341A (en) * 1992-08-20 1996-10-15 Lohr Industrie, S.A. Coupling assembly between two successive wagon structures and a common bogie
WO2002060737A1 (de) * 2001-01-31 2002-08-08 Werner Haag Verfahrne und niederflurfahrzeug zum transport von strassenfahrzeugen auf der schiene
GB2420331A (en) * 2004-11-18 2006-05-24 Robert Malcolm Ord Intermodal trailer
GB2420331B (en) * 2004-11-18 2008-03-19 Robert Malcolm Ord Intermodal trailer

Also Published As

Publication number Publication date
WO1992006878A1 (fr) 1992-04-30
FR2667838B1 (fr) 1993-01-08
FR2667838A1 (fr) 1992-04-17
CS312991A3 (en) 1992-05-13

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