EP1494906B1 - System zum transport von strassenfahrzeugen auf zügen - Google Patents

System zum transport von strassenfahrzeugen auf zügen Download PDF

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Publication number
EP1494906B1
EP1494906B1 EP03743917A EP03743917A EP1494906B1 EP 1494906 B1 EP1494906 B1 EP 1494906B1 EP 03743917 A EP03743917 A EP 03743917A EP 03743917 A EP03743917 A EP 03743917A EP 1494906 B1 EP1494906 B1 EP 1494906B1
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EP
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Prior art keywords
wagon
mechanical element
rigid mechanical
train
carriage
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EP03743917A
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English (en)
French (fr)
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EP1494906A1 (de
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Jean Pierre Desmoulins
Alain Margery
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    • 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
    • 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

Definitions

  • a piggyback solution applied in Switzerland or the English Channel, known as the "rolling road”, consists in having truckloads loaded by their own means on a continuous platform made up of special wagons.
  • Another experimented solution between France and Italy consists of special wagons equipped with a pedestal on which it is possible to tranship a road vehicle without lifting.
  • the base is aligned with the axis of the wagon when it is transported on the track, and offset by an angle of about 30 degrees when the train is in the station: this solution has the advantage of allowing loading / unloading partial train in the station, which allows to provide links with several segments.
  • the object of the invention is to allow the loading of road vehicles - trailers, trucks, passenger cars - as well as containers or swap bodies on trains consisting of special wagons adapted to high speed (160 km / h and plus), whose loading level is lowered to make the most of the existing network, to climb the steepest ramps in the network (35 per 1000 or more), and to minimize downtime in the transhipment stations (in the order of six minutes) so that we can optimize the throughput on the tracks and the overall efficiency of the infrastructure.
  • These reduced downtimes will allow to have a tight mesh of the stations (100 to 200 km of distance) without penalizing the users who carry out long distances: indeed, the combination of the speed of the trains and the brevity of the stops, allows a significant commercial speed.
  • the proximity of the stations between them makes it possible, by increasing the number of embarkation or disembarkation points on the route, to offer a better service to the users, and to improve the profitability of the system, as well as to better distribute on the territory the points of concentration of nuisance that constitute the stations.
  • the speed of these trains comparable to that of passenger trains, makes it possible to optimize the throughput on the lines by simplifying their control, including in the situation where certain sections coexist with passenger traffic and piggyback traffic.
  • the basic principle is not to load road elements, trucks, trailers, ..., directly on wagons, but to use an intermediate support called "passable”: a kind of large pallet capable of receiving a truck, a road trailer, containers or automobiles.
  • the trains consist of special low-frame wagons specially designed for loading walkways.
  • Stations, which are specially adapted for this type of traffic consist of a road traffic zone connected to the road or motorway network, an area comprising the tracks for stopping trains, and an intermediate zone situated between the two previous ones, in which the walkways are handled by automated devices.
  • the node of the invention is in the presence of this "site” loading and unloading automated, which implies the definition of passable as basic module manipulated by the said site, and which induces the total restructuring of the train as a whole able to load and move passable.
  • FIGs 2, 3, 4, 5 and 6 of the boards No. 2, 3 and 4 schematically represent the principle of the mobile system called “practicable”. It constitutes the carrying structure of the wagon, which will be locked on the rolling parts which will be detailed according to the figures of the boards N ° 5, 6 and 7.
  • the practicable is a double-walled assembly structure (1) which forms a shell providing a profile of "U” of varying thickness.
  • This hull ends with two beams (2), located in the upper part of the vertical cheeks (3) of the "U", which largely extend beyond the length of the profile in "U” and serve as support and fixation on the plateau wagon while reporting the effects of the load inside the axles.
  • the upper wall (4) of the shell (1) corrugated widthwise ensures the transverse rigidity of the practicable by the presence of the folds (5) and against plies (6) necessary for its realization.
  • This rigidity is reinforced by the incorporation of the central half beam (7) running the entire length of the passable and whose complementary functionality will be better understood after the description of the figures of the boards No.
  • the lower wall (8) flat ensures removal to the ground. In central part, this wall matches the profile of the upper wall (4) to create a free central passage over the entire length of the passable. Laterally two cheeks, (3) natural continuity of the elements (4, 8) ensure by their upward folding the main longitudinal rigidity of the assembly, that completes the central half beam (7).
  • the connections between the beams (2) and the walls exterior (3) end with gussets (10) whose role is to enhance the strength of the beam (2).
  • the ends of the beams (2) are equipped with anchors (11) which ensure the embedment and locking of the walkable in the tray of bogies.
  • folds (9) whose upper level will be identical to that of the central beam (7) thus defining a flat surface allowing the removal of a container of 40 feet, a European fund 45 feet, or two 20-foot containers, inside the walkway.
  • the shape of the walkways can be adapted to more specific products such as for example automobiles, empty trailers that could be loaded on two levels, as described on the plate No. 3.
  • the practicable instead of being made of metal by cutting techniques, folding, welding, may consist of a double shell composite materials, the whole being assembled around the two beams (2) that would keep any their functionality and a filling material following the principle of "structural counter molding".
  • the practicable instead of being made of metal by cutting techniques, folding, welding, may consist of a double shell composite materials, the whole being assembled around the two beams (2) that would keep any their functionality and a filling material following the principle of "structural counter molding".
  • other materials, other methods of manufacture and other forms are possible for practicable, which would not question the principle of the present invention.
  • a directional hydraulic compensation system composed of hydraulic cylinders whose action, which could be described as springs and programmable dampers, is to soften the connection to low speed, especially in curves with small radius, and on the contrary to harden the connection when the train is traveling at high speed on straight tracks or large radius curves.
  • FIG. 8 of plate 6 and FIG. 13 of plate 8 represent what could be three-axle bogies each comprising two free axles (28) and a drive axle (29), which is linked to a set consisting of an electric motor (31), a gearbox (32), a transmission, all ensuring the motorization of the bogie.
  • the gearbox may have a fixed gear or constitute a gearbox with several gears.
  • This electromechanical assembly will be incorporated in a frame (33), integral with the bogie plate (30), capable of providing protection.
  • connection with the control station installed at the head of the train will be performed by a bus-type power line, preferably DC, for the power, and by a set of control signals: computer network, safety signals.
  • a bus-type power line preferably DC
  • control signals computer network, safety signals.
  • Figure N ° 1 of plate N ° 1 prefigures what could be a succession of self-propelled bogies connected by beams (19)
  • the bogies with two or three axles, may comprise only free axles (28) in sufficient number to meet the loads constraints.
  • the motorization of the train must be done in a traditional way, by traditional motor.
  • the logic of this solution would be to make the decision to limit the bogie to two axles, which must authorize the axle load of 22.5 tons, and would limit the length of a railcar equivalent to 17.5 m instead 19 m, but with severe disadvantages, especially on mountain lines.
  • the design of the frame (33), described in the figure of plate No. 8, comprises a watertight partition (32) separating this frame into two distinct zones: one reserved for the power block, regulator and controller. servo, the other to the establishment of a gas reserve (46) and an injection assembly (45).
  • a control system equipped with sensors capable of detecting fumes or sources of heat, can activate a set of solenoid valves diffusion of an inert gas, such as carbon dioxide. It can thus extinguish or at least contain a fire.
  • the covering is then designed from the cradle described by Figures No. 11,12 of the board No. 7 which is added at each end a hoop (34) secured to the plate (14), all following the profile of the frames (33) described in the figures of the plate No. 8.
  • Each cradle is incorporated the cylinder (35) which allows the lifting of the one-piece lid (36) running between the two hoops (34) to form the upper cover of the next car a transverse profile offering sufficient resistance to bending. This lifting is necessary to clear the practicable beam (19) and recesses (17).
  • the two lateral faces can be made by pivoting doors (37-38) which, from the roof (36) which supports them by a set of joints, are raised by sets of cables (39) and return pulleys. (40).
  • the latter in sufficient number and judiciously distributed over the length of the structure, allow the lifting from a central axis (41) secured to the roof (36) supported by a geared motor (42).
  • the practicable described by the figures of the board No. 2 serves as a support base for the panels (37-38) and ensures the low seal of the structure.
  • the tightness at the ends is against the frames (33) by flexible or inflatable joints, whose secondary function is to limit the noise due to the relative movements of the elements together.
  • the service wagon could very well be conceived as a "passenger container", which could be put in place or removed from the train in stations with the same devices as the passable.
  • the additional constraint to be considered in relation to a passable is that a passenger car must be connected to the train's power distribution system in order to be able to dispose of the lighting, heating, ventilation, air conditioning, safety devices, etc. It will therefore be necessary to provide for cables between the bogies or the engine blocks integrated into the bogies and the said service wagons. Given the fact that boarding a service car on the train is an infrequent operation, it is not necessarily useful to provide for the automated connection of the connections when setting up the service car on the train. : a manual connection seems sufficient.
  • Head and / or rowing tail elements are included in the following paragraphs.
  • the rowing head and tail elements are constituted as follows. As for the wagons composing the train, these elements are built with a chassis whose central part is even level with respect to the rails that passable at the time of their entry by the handling system of practicables. At the end, head or tail of the train, is provided a structure consisting of the driver's cab, sensors of the system block, elements for remote transmission between the track and the train, of the computer system for controlling the train, safety elements, a passive bogie (60), a motorized bogie (14) and pantographs.
  • the structure of the piggyback station according to plate No. 16 is part of the invention.
  • the design of trains and walkways, described above, makes it clear that in the case of standardized mechanical elements, the operation of loading / unloading a train can be carried out by automated devices which do not directly manipulate the trains.
  • road vehicles which are not standardized, but the practicable ones that support them.
  • the embarkation / disembarkation operations being manual, it is advisable to leave enough time to carry them out, to take into account the necessary time and the hazards related to the human factor: one will thus work in "masked time" with several boarding stations / landing at the right of each loading / unloading station.
  • the solution which is presented plate No. 11 and described later by the boards No. 12, 13, 14, 15 and 16 is to have on a "loading dock" several “cells” (by example four), capable of receiving each a passable, arranged on an axis perpendicular to the axis of the railway, and taking the same space in the direction of the axis of the railway as a wagon.
  • the operations of loading / unloading vehicles on / from the walkways can therefore be broken down and conducted simultaneously, in "hidden time", on four stations, which allows more time to execute them (for example four times more) than the basic period given by the rhythm of train succession.
  • the space between the railway and the embarkation platform therefore consists of an area in which carriages circulate, hereinafter referred to as "auto-manipulators", capable of ensuring the transfer of a practicable space between the train and the platform. boarding and vice versa.
  • this circulation zone (50) is lower than the rails (52) and themselves lower than the traffic area (51).
  • the level of the loading / unloading platform (51) must be at the same level as the bottom of the platform on the train in the open position of the beam (19) and the difference between the levels (50 -51) must allow the passage of the automanipulator, with the construction constraints that result.
  • This space (50) can be provided with ground-based wire guidance devices and interactive marker systems, which allow self-manipulators to locate and move on the ground.
  • the walkways are placed and grounded on the level of road traffic (51).
  • the loading / unloading operations of road vehicles are level, "rolling" for trailers and tractors.
  • the automanipulateur comes to slip under a passable to take care of it or on the contrary to deposit it on the quay.
  • the auto-manipulator On the side of the track, the auto-manipulator has its upper part at the bottom of the passable out of the beam (19), which allows to load / unload on / from the train by a transverse horizontal movement easy to achieve.
  • FIG. No. 20 of plate No. 12 shows the waiting platform (51) which has repetitive structures, cells (54) in the shape of a "T" implanted along the length of the station perpendicular to the direction of travel of the oar.
  • the forms in “T”, allow on the upper wings of two successive “T” the removal of a passable and the passage of the automanipulator between the amounts that create the legs of "T”. This makes the best use of the space available in width to ensure the stability of the load by maximizing the seat of the automanipulator.
  • the void that is the intervals, in the lower part of the cells (54), allows the passage of the automatic manipulator that will perform the removal or the management of the passable from below: this method will be better understood after the description of the automanipulateur presented by the boards N ° 13, 14 and 15.
  • This solution of platforms offset in height also has the advantage of separating the road functions of the functions of loading and unloading, thus to well define the zones of security peculiar to each professional body.
  • the self-handling device has on the top two bearing tracks (71) located at the end of a structure whose length will be much smaller than the value defined by the walls (21) of two successive bogies connected to the same link rod (19) described in Figure No. 11 of the board No. 7.
  • the chamfered front forms (72) of these bearing races will come at the time of the penetration of the automanipulator under the wagon to position itself under the counter plate (15). ) of the wagon described by the plate No. 7.
  • Between the raceways (71) and the practicable position are sets of rollers (73) which allow the displacement of the load under the combined action of the translation systems (74 and 75) with screw or cylinder.
  • the first (74) is connected directly to the bearing tracks (73) to ensure that no slippage occurs during the movement, the second (75) is supported by the arms (76) in reservations in lower part of the feasible described in Figure No. 2.
  • the fingers (76) in the passable they are rotated under the action of the cylinders (77). This set of pivoting fingers will ensure the locking of the passable on the automanipulateur during these movements between the different work positions.
  • the automatic manipulator is moved by 4 motor-reduction units (79) each mounted on a vertical pivot axis of more than 180 °, under the action of either a centralized control (78) or by the implantation in each advance group of two independent motors (79). Everything is controlled by the electronics embedded on the automanipulateur and enslaved towards the guidance system.
  • the computer system of the automatic manipulator may further comprise a reading system identifying the edge of the wagon or the cell, as well as computer data exchange systems with the station, by wireless network or other means, and / or with the train or even with the practicables by the use of electronic labels remotely readable. It will also be possible to set up a passive identification system on bogies and / or passable cars.
  • One of the essential elements of the invention is to allow the use of the maximum section available in the profile of a railway infrastructure, due in particular to the embedding of the feasible in the connecting beam (19). To allow the exit of the practicable one must thus provide a system of raising. It is possible, as we have already written, to equip the wagons of this system, in this case the cylinders are incorporated in the plate (14) under the beams (2) of the passable (1). But it is also possible to equip the stations of this device which will be incorporated between the rails, in front of each car stop, in groups of two cylinders (81) whose upper parts are located on the same level as the track. The assembly that constitutes these four cylinders is capable of lifting a load of the order of 50 tons, must be regulated in speed to ensure a uniform lifting of a passable.
  • the principle of the invention will not be changed by incorporating, under the automatic manipulator, a complementary air-lift system (80) for relieving the pressure on the ground and thereby limiting the forces on the wheels and the size of the wheels. mechanical members acting on said wheels.
  • the same principle of air cushion can be used between the raceways (71) and the passable (1), to replace the sets of rollers (73) which allow the displacement of the load under the action of the translation systems. (74 and 75).
  • the automanipulator so the load, lift enough to clear the load in the cells.
  • the self-manipulator could thus circulate on its wheels (empty), on air cushion (under load).
  • the wheels maintained on the ground by appropriate active suspensions, would serve to ensure propulsion and guidance.
  • Operations from 1 to 20 correspond to the stopping time of the train in a station. Depending on the time values that will be assigned to these stops, the sequences will be conducted in parallel, in series or in series / parallel on the wagons to be processed by multiplying the number of automanipulators.
  • the operations of the first and second sequences use an automated device.
  • the operations of the third and fourth sequence involve an operator who advises and guides road drivers, sets up or removes the vehicle holding devices on the passable, under the control of the driver.
  • the station operates assuming that only one of the two sides of the track is equipped with loading / unloading / loading / unloading devices. This leaves the other side available for a passenger dock and / or another lane in the opposite direction. But one could imagine, for an intensive use of a station, for example in end of line, that both sides of the way are used for the loading / unloading automated, with eight cells available to the right of each wagon of the train.
  • a first approach to the problem is to think that piggyback is a solution of spatial and temporal continuity between road and rail.
  • the first level of design of the system takes into account this problem, for heavy goods vehicles as well as for light vehicles accompanied by their driver. But the economic analysis shows that an important source of profitability, as far as goods are concerned, is not to move tractors or their drivers, but only trailers, containers or swap bodies. In the latter case, if the spatial continuity is still unavoidable, the station is the link between the road and the rail, it is clear that one can - and one must even - introduce wait times to the boarding or disembarkation and no longer strictly respect the temporal continuity.
  • Cycles 3 and 6 concern trailers or containers carried by a road tractor and / or container trailer.
  • Cycles 4 and 5 concern transfers of trailers or containers by specialized vehicles, internal to the station, driven by agents. This type of gear does not pose any technical problem and exists, especially in port or railway yards, to handle road trailers or containers.
  • connection ramps from the road network as well as the necessary waiting and toll stations are required.
  • an exit control is required, if only to prevent the theft of vehicles or goods, and the connection ramps to the road network.
  • roundabouts (110) located at the end of the rising and falling tracks. These roundabouts are connected to each other on both sides of the railway track (111) which, to pass under the railway, borrows the underpass (112).
  • Streams No. 1 and 2 take the ascending path (105).
  • Streams Nos. 3 and 6 take the descending route (107 and 106).
  • Streams 4 and 5 take the three lanes and pass from one to the other through the roundabouts (110).
  • the elements described above may be otherwise provided for, and in particular the extension of the ground occupancy of the delayed loading / unloading storage yard, allowing the piggyback system to expand its market share to the market. traditional combined transport. This can be done by arranging the stockyard otherwise, with locations placed parallel or perpendicular to the axes of the station, with a double row of storage locations facing each other, etc. It will be considered that the various geometrical variants resulting from the principle of decomposition into distinct zones and flows explained above, resulting from road layout techniques in the technical zone, do not have to be exhaustively analyzed in the context of the this patent application.
  • the overall number of passable vehicles is much higher than that of the wagons, since at a given moment it is possible to count one passable per wagon plus two to three passable per module - wagon location - in the stations. . That said, the passable is a passive metal assembly, much cheaper than the rest of the wagon.
  • truck plus van two empty tray trailers superimposed in a pass for automobiles, etc.
  • Loads a little special are possible, for example a practicable caravan or motorhome, during periods of leave.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Loading Or Unloading Of Vehicles (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Handcart (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Devices For Checking Fares Or Tickets At Control Points (AREA)
  • Traffic Control Systems (AREA)

Claims (13)

  1. Ein System zum Transportieren von Ladungen, insbesondere ein Straßenfahrzeug, Transport Container und Wechselaufbauten auf einem Zug, welcher Wagons aufweist, wobei jeder Wagon einen Niederrahmen (19) aufweist, der zwei Fahrgestelle (14) verbindet, wobei die Fahrgestelle spezifisch für einen Wagon sind oder von zwei aufeinander folgenden Wagons geteilt werden, wobei jeder Wagon ein zugeordnetes, austauschbares, starres, mechanisches Element aufweist, welches die Ladung trägt und zum Anbringen und Einrasten in dem Wagon vorgesehen ist und somit Teil der mechanischen Struktur des Wagons ist und geeignet ist, wenigstens eine Ladung aufzunehmen, wobei das System aufweist:
    eine Boden-Infrastruktur, welche Lagerplätze aufweist, von denen jeder geeignet ist ein austauschbares, starres, mechanisches Element aufzunehmen; und
    eine Transfervorrichtung, die geeignet ist das austauschbare, starre, mechanische Element, welches dem Wagon zugeordnet ist, vom Wagon auf einen Lagerplatz zu versetzen und simultan ein weiteres austauschbares, starres, mechanisches Element von einem weiteren Lagerplatz zu diesem Wagon zu versetzen.
  2. System nach Anspruch 1, wobei der Zug eine festgelegte Anzahl zu entladender Wagons aufweist, wobei jeder Wagon ein austauschbares, starres, mechanisches Element aufweist, und wobei die Boden-Infrastruktur eine Anzahl Boden-Lagerplätze aufweist, die grundsätzlich größer ist, als die festgelegte Anzahl.
  3. System nach Anspruch 1, wobei die Lagerplätze auf einer gleichen Seite des Zuges angeordnet sind.
  4. System nach Anspruch 1, wobei jedes austauschbare, starre, mechanische Element einen U-förmigen Körper (1) aufweist, welcher mit einer Öffnung an wenigstens einem Ende für das Beladen und Entladen der Ladung ausgestattet ist, wenn das austauschbare, starre, mechanische Element auf dem Lagerplatz abgelegt ist.
  5. System nach Anspruch 1, wobei der Zug wenigstens teilweise aus einer Wechselfolge von Fahrgestellen und Verbindungsträgern (19) gebildet ist, die zwei Fahrgestelle verbinden, wobei die Fahrgestelle spezifisch für einen Wagon sind oder von zwei aufeinanderfolgenden Wagons geteilt werden, wobei jedes austauschbare, starre, mechanische Element Ankerpunkte (11) aufweist, die es ermöglichen es auf Halteanordnungen (17) zu platzieren und zu verriegeln und die Fahrgestelle zu verriegeln (22).
  6. System nach Anspruch 1, wobei ein Abdecksystem (36) wenigstens ein austauschbares, starres, mechanisches Element und die Ladung, die durch das austauschbare, starre, mechanische Element aufgenommen wurde abdeckt, wobei das Abdecksystem in Position gehalten und verriegelt wird an den Enden des Wagons, der mit dem austauschbaren, starren, mechanischen Element assoziiert ist oder an dem austauschbaren, starren, mechanischen Element, wobei das Abdecksystem ein Öffnungssystem (37, 38) aufweist und/oder geeignet ist vom austauschbaren, starren, mechanischen Element entfernt zu werden, um Zugang zur Ladung zu haben.
  7. System nach Anspruch 6, wobei der Wagon, der mit dem austauschbaren, starren, mechanischen Element assoziiert ist, einen oder mehrere Sensoren zum Detektieren eines Ausbruchs eines Feuers aufweist und eine Vorrichtung (45, 46) zum Steuern der Einströmung eines Inertgases unter das Abdecksystem, um den Ausbruch des Feuers zu bekämpfen.
  8. System nach Anspruch 5, wobei jedes austauschbare, starre, mechanische Element einen hohlen Halb-Träger (7) aufweist und wobei zwei, die Enden eines Wagons bildende, aufeinander folgende Fahrgestelle durch einen Verbindungsträger (19) verbunden sind, wobei der Verbindungsträger ein festgelegtes Intervall zwischen den Fahrgestellen begrenzt und einen Pfad bildet für Fluide und Stromkreise, wobei der hohle Halb-Träger des austauschbaren, starren, mechanischen Elements über den Verbindungsträger (19) passt.
  9. System nach Anspruch 1, wobei die Transfervorrichtung wenigstens eine Transporteinheit, beziehungsweise ein Fahrwerk aufweist, das geeignet ist auf einer Ebene eines Fahrwerk-Bewegungs-Bereichs (50) versetzt zu werden, wobei das Fahrwerk Mittel (70) zum Heben oder Senken eines austauschbaren, starren, mechanischen Elements aufweist, um es zu fassen oder es auf ein Lagerelement zu legen und geeignet ist ein austauschbares, starres, mechanisches Element zwischen einer Position nahe eines Wagons und eines Lagerplatzes zu transportieren, wobei die vertikale Position des Fahrwerk-Bewegungs-Bereichs niedriger ist als die vertikale Position des Lagerplatzes.
  10. System nach Anspruch 9, wobei die Transfervorrichtung eine Hebe- und Querversetzungsvorrichtung (73, 74, 75) aufweist, die geeignet ist ein austauschbares, starres, mechanisches Element zwischen einer Position in der Zugachse und einer Position rechtwinklig zum Fahrwerk zu versetzen, wobei die Hebe- und Querversetzungsvorrichtung insgesamt oder teilweise mit dem mit dem Zug, der Boden-Infrastruktur oder dem Fahrwerk verbunden ist.
  11. System nach Anspruch 9, wobei das Fahrwerk Räder, die seine Versetzung im Fahrwerk-Bewegungs-Bereich (50) gewährleisten und Luft-Kissen (80), die auf der Höhe des unteren Teils des Fahrwerks verteilt sind aufweist, wobei die Luft-Kissen einen Teil des Gewichts der Ladung und des austauschbaren, starren, mechanischen Elements, das vom Fahrwerk getragen wird, auf den Untergrund übertragen, wobei der restliche Teil auf die Räder übertragen wird.
  12. System nach Anspruch 9, wobei die Boden-Infrastruktur einen Straßen-Bewegungs-Bereich aufweist, wobei der Fahrwerk-Bewegungs-Bereich (50) niedriger als der Straßen-Bewegungs-Bereich ist, wobei die Grenze zwischen dem Straßen-Bewegungs-Bereich und dem Fahrwerk-Bewegungs-Bereich durch eine Plattform (51) mit Zellen (54) gebildet ist, wobei die Zellen durch T-Träger so gebildet sind, dass ein austauschbares, starres, mechanisches Element, welches im oberen Teil des "T" abgelegt wurde auf der Höhe des Straßen-Bewegungs-Bereichs ist und dass ein Fahrwerk, welches in den unteren Teil der Zelle (54) eingreift eine Position unter einem austauschbaren, starren, mechanischen Element erreichen kann, um es zu fassen.
  13. System nach Anspruch 5, wobei wenigstens eine Achse eines Fahrgestells einen Motor (31) aufweist, wobei der Zug ein vorderes und/oder hinteres Element aufweist, welches elektrische Komponenten (62) aufweist, die geeignet sind elektrischen Strom bereitzustellen, wobei der elektrische Strom auf das Fahrgestell übertragen wird, um den Motor (31) mit Energie zu versorgen.
EP03743917A 2002-03-11 2003-03-07 System zum transport von strassenfahrzeugen auf zügen Expired - Lifetime EP1494906B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0203019 2002-03-11
FR0203019A FR2836882B1 (fr) 2002-03-11 2002-03-11 Systeme pour le transport de vehicules routiers sur trains constitue de materiel roulant et dispositifs de manutention specialises
PCT/FR2003/000758 WO2003076246A1 (fr) 2002-03-11 2003-03-07 Systeme pour le transport de vehicules routiers sur trains

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EP1494906A1 EP1494906A1 (de) 2005-01-12
EP1494906B1 true EP1494906B1 (de) 2009-10-14

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AT (1) ATE445522T1 (de)
AU (1) AU2003242810A1 (de)
DE (1) DE60329669D1 (de)
FR (1) FR2836882B1 (de)
WO (1) WO2003076246A1 (de)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3268257B1 (de) 2015-03-11 2019-12-25 Kässbohrer Transport Technik GmbH Hebbare tragvorrichtung
FR3062622A1 (fr) * 2017-02-06 2018-08-10 Alain Margery Wagon et son procede de chargement/dechargement
PL3357784T3 (pl) * 2017-02-06 2021-12-20 Alain Margery Wagon i jego sposób ładowania/wyładowywania
DE102018204089A1 (de) 2018-03-16 2019-09-19 Franz Blum Güterwagen zum Transport von Ladegut und Wanne für einen solchen Güterwagen
CN116639158B (zh) * 2023-07-27 2023-10-17 今创集团股份有限公司 货柜移动装置

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3644411A1 (de) * 1986-12-24 1988-07-07 Gerd Luers Eisenbahn-gueterwagen mit vorrichtung zum auf- und abladen von strassenfahrzeugen
DE3861917D1 (de) * 1987-05-26 1991-04-11 Austria Metall Tiefladewaggon fuer huckepackverkehr.
FR2649948A1 (fr) * 1989-07-24 1991-01-25 Wauquez Lefebvre Paul Installation de navette de transport de vehicules
DE4112995C2 (de) * 1991-04-20 1998-08-20 Karl F Riese Eisenbahn-Spezialwagen zum Transport von Lastkraftwagen und Containern
DE4304635A1 (de) * 1993-02-16 1994-08-18 Fmb Fahrzeug Und Maschinenbau Eisenbahn-Niederflurwagen einer Sonderbauart

Also Published As

Publication number Publication date
FR2836882A1 (fr) 2003-09-12
ATE445522T1 (de) 2009-10-15
WO2003076246A1 (fr) 2003-09-18
DE60329669D1 (de) 2009-11-26
WO2003076246A9 (fr) 2004-06-03
AU2003242810A1 (en) 2003-09-22
EP1494906A1 (de) 2005-01-12
FR2836882B1 (fr) 2004-06-25

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