CA2500314C - Rail-mounted rail vehicle support - Google Patents
Rail-mounted rail vehicle support Download PDFInfo
- Publication number
- CA2500314C CA2500314C CA2500314A CA2500314A CA2500314C CA 2500314 C CA2500314 C CA 2500314C CA 2500314 A CA2500314 A CA 2500314A CA 2500314 A CA2500314 A CA 2500314A CA 2500314 C CA2500314 C CA 2500314C
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- Canada
- Prior art keywords
- rail vehicle
- vehicle carrier
- rail
- carried
- guided
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61J—SHIFTING OR SHUNTING OF RAIL VEHICLES
- B61J1/00—Turntables; Traversers; Transporting rail vehicles on other rail vehicles or dollies
- B61J1/12—Rollers or devices for shifting or transporting rail vehicles on rails
-
- 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
- B61D3/185—Railway vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Platform Screen Doors And Railroad Systems (AREA)
Abstract
Disclosed is a rail mounted rail vehicle support (1) comprising several wheelsets (4), some or all of which are provided with traction motors that are driven by at least one drive unit (28) or via a feeding device, a brake system, a wagon underframe (5) with solebars (6,6), on which rails (17) of a track (16) for supported automotive rail vehicle (2) are mounted, pivotally mounted front gate (7), and a docking device for a docking ramp (20),, which is provided with a brake system, operating devices, securing devices, an illumination device, sensor devices, and control devices, and a device for controlling the supported rail vehicle (2).
Description
Rail-mounted Rail Vehicle Support The Invention relates to a rail-guided rail vehicle carrier and to a docking station for the rail vehicle carrier.
Such rail guided rail vehicle carriers are known and are employed as pulled vehicles having a wagon limiting length holding for mainline railways, for the transport of narrow gauge rail vehicles on standard gauge lines or vice versa, for example for the transfer of goods wagons to a destination or onto another line with the same track gauge.
These rail vehicle carriers have a low lying wagon floor frame and a front gate swivelable away for the entering and exiting of the carried rail vehicle, wherein the front gate carries a buffer plate and the mainline railway connections toward the outside and wherein the front gate can be swiveled toward the right or to the left as desired.
There exists a plurality of tramway grids with the narrow gauge lines, wherein the grids of the narrow gauge lines cannot be adapted to the expanding suburban areas of cities without extension of the tramway line grid by building new construction or by re-gauging of other existing lines with a different track gauge.
A complicated constructed traffic combine with an excessive number of transfer processes is the consequence, with constructive steps corresponding to these transfer processes, wherein the constructive steps do not lead to a real simplification for the user and/or the operator of the grid.
The same holds for narrow gauge local line grids and regional line grids.
Correspondingly a larger number of vehicles and the therefore required special buildings at the line grids are required for this purpose.
The attempt of re-gauging to standard track gauge is associated with the consequences of long times of traffic interference and disadvantages in the operation in addition to the high costs, as well as problems of narrow arcuate radii, which narrow arcuate radii are overcome much better by the narrow track gauge and with less force expenditure, with less wear and less noise development.
It is an aspect of the present invention to furnish a rail-guided rail vehicle carrier, which allows to drive on the line of the rail guided rail vehicle carrier, self-propelled, with a carried, in particular automotive, rail vehicle, under adaptation to line standards and without substantial time delay during the entering or exiting of the carried rail vehicle on or from a rail guided rail vehicle carrier.
It is possible to resolve the above aspect and to guide automotive rail vehicles from the proper line in the city region to line tracks of lines of different track gauge in particular also on the incorporation of mainline grids or subway grids without thereby a particular large expenditures of a technical nature for the construction of the line and therewith of financial nature would have to be performed. This is possible by equipping a rail guided rail vehicle carrier with a drive unit or with a feed device from a voltage and/or current transformer with feeding from an external grid such as an electrical overhead line or from a current storage device, and the control of these plants and/or installations and with the control devices furnished for the automotive operation of a rail-guided rail vehicle carrier on th carried rail vehicle directly or through control devices of the rail vehicle carrier. Here no substantial delays occur for the user in the train transport caused by the change of line.
Such rail guided rail vehicle carriers are known and are employed as pulled vehicles having a wagon limiting length holding for mainline railways, for the transport of narrow gauge rail vehicles on standard gauge lines or vice versa, for example for the transfer of goods wagons to a destination or onto another line with the same track gauge.
These rail vehicle carriers have a low lying wagon floor frame and a front gate swivelable away for the entering and exiting of the carried rail vehicle, wherein the front gate carries a buffer plate and the mainline railway connections toward the outside and wherein the front gate can be swiveled toward the right or to the left as desired.
There exists a plurality of tramway grids with the narrow gauge lines, wherein the grids of the narrow gauge lines cannot be adapted to the expanding suburban areas of cities without extension of the tramway line grid by building new construction or by re-gauging of other existing lines with a different track gauge.
A complicated constructed traffic combine with an excessive number of transfer processes is the consequence, with constructive steps corresponding to these transfer processes, wherein the constructive steps do not lead to a real simplification for the user and/or the operator of the grid.
The same holds for narrow gauge local line grids and regional line grids.
Correspondingly a larger number of vehicles and the therefore required special buildings at the line grids are required for this purpose.
The attempt of re-gauging to standard track gauge is associated with the consequences of long times of traffic interference and disadvantages in the operation in addition to the high costs, as well as problems of narrow arcuate radii, which narrow arcuate radii are overcome much better by the narrow track gauge and with less force expenditure, with less wear and less noise development.
It is an aspect of the present invention to furnish a rail-guided rail vehicle carrier, which allows to drive on the line of the rail guided rail vehicle carrier, self-propelled, with a carried, in particular automotive, rail vehicle, under adaptation to line standards and without substantial time delay during the entering or exiting of the carried rail vehicle on or from a rail guided rail vehicle carrier.
It is possible to resolve the above aspect and to guide automotive rail vehicles from the proper line in the city region to line tracks of lines of different track gauge in particular also on the incorporation of mainline grids or subway grids without thereby a particular large expenditures of a technical nature for the construction of the line and therewith of financial nature would have to be performed. This is possible by equipping a rail guided rail vehicle carrier with a drive unit or with a feed device from a voltage and/or current transformer with feeding from an external grid such as an electrical overhead line or from a current storage device, and the control of these plants and/or installations and with the control devices furnished for the automotive operation of a rail-guided rail vehicle carrier on th carried rail vehicle directly or through control devices of the rail vehicle carrier. Here no substantial delays occur for the user in the train transport caused by the change of line.
directly or through control devices of the rail vehicle carrier. Here no substantial delays occur for the user in the train transport caused by the change of line.
Because of the employment of known devices certainly reliable mechanical attachment and electrical connection of the carried rail vehicle on the self propelled rail guided rail vehicle carrier with the carried rail vehicle is accomplished by the application of known mechanical and electrical coupling elements, wherein with the incorporation of a front gate for these couplings and connection elements and the release of the track for arrival entering and departure of the carried rail vehicle that much simplifies the operation without thereby the safety of the attachment during transport is interfered with. A quick connecting and disengaging is accomplished with the controllable mechanical coupling device and the control and data exchange between the two vehicles is improved with the electrical plug coupling device in particular in the expanded form, which alleviates the mode of application during driving operation.
The transfer from one line to another line requires a docking device with a docking ramp for arrival and departure of the carried and in particular automotively moving rail vehicle on and from the self propelled rail guided rail vehicle carrier, wherein a straight entry of the two vehicles very much alleviates the transfer. The rail vehicle carrier requires a ramp buffer and a controllable coupling device on two sides for the safe and quick docking. It is advantageous that the front gates carry on the outside the buffer plate and the required connections as well as illumination devices for the travel on the mainline usually having a standard track gauge.
In case of employment of foreign feeding of the rail vehicle carrier through the overhead line, there is additionally an electrical coupling connector essential suitable for heavy power current, wherein the electrical coupling connector has to be associated with the mechanical and the electrical coupling device in order to avoid that the production of or the release of this connection renders the line transfer difficult by additional expensive handling.
The application of front gates at the two front faces is important because of universal usability of the rail vehicle carrier, wherein the coupling sensibly occurs in the direction of travel, whereas the other end of the carried rail vehicle remains free;
however it is also possible to select the longitudinal dimension such that the coupling occurs at the two ends of the carried rail vehicle, however this is associated with increased expenditure.
Because of the employment of known devices certainly reliable mechanical attachment and electrical connection of the carried rail vehicle on the self propelled rail guided rail vehicle carrier with the carried rail vehicle is accomplished by the application of known mechanical and electrical coupling elements, wherein with the incorporation of a front gate for these couplings and connection elements and the release of the track for arrival entering and departure of the carried rail vehicle that much simplifies the operation without thereby the safety of the attachment during transport is interfered with. A quick connecting and disengaging is accomplished with the controllable mechanical coupling device and the control and data exchange between the two vehicles is improved with the electrical plug coupling device in particular in the expanded form, which alleviates the mode of application during driving operation.
The transfer from one line to another line requires a docking device with a docking ramp for arrival and departure of the carried and in particular automotively moving rail vehicle on and from the self propelled rail guided rail vehicle carrier, wherein a straight entry of the two vehicles very much alleviates the transfer. The rail vehicle carrier requires a ramp buffer and a controllable coupling device on two sides for the safe and quick docking. It is advantageous that the front gates carry on the outside the buffer plate and the required connections as well as illumination devices for the travel on the mainline usually having a standard track gauge.
In case of employment of foreign feeding of the rail vehicle carrier through the overhead line, there is additionally an electrical coupling connector essential suitable for heavy power current, wherein the electrical coupling connector has to be associated with the mechanical and the electrical coupling device in order to avoid that the production of or the release of this connection renders the line transfer difficult by additional expensive handling.
The application of front gates at the two front faces is important because of universal usability of the rail vehicle carrier, wherein the coupling sensibly occurs in the direction of travel, whereas the other end of the carried rail vehicle remains free;
however it is also possible to select the longitudinal dimension such that the coupling occurs at the two ends of the carried rail vehicle, however this is associated with increased expenditure.
It is also possible to construct the front gate out of two wings in. older to decrease somewhat the sideways projecting.
It is advantageous to let the front gates end downwardly over the rail heads of the rails of the carried rail vehicle for the desired opening and closing of the front gates.
The front gates are suitable to place drive units or feed units having correspondingly sized large dimensions because of the short distance to the coordinated coupling device and because of the possibility to form these front gates also with essentially larger thickness and larger height as known front gates at the rail guided carrier vehicles. These drive units or feed units can be equally well combustion engines with electrical generator coupling or hydraulic, coupling, such as gasoline engines, gas turbines, Sterling machines or in particular diesel engines or trap ;formers and/or rectifiers or electrical or motor conversion units or high-power energy storages, such as accumulators, electrochemical current generators or mechanical inertia storage devices.
These drive units or feed units can also be placed in frame side sill tcps, wherein the frame side sill tops are placed on top of the wagon frame side sills, in cases were no door regions of the carried rail vehicle have to be kept open.
It is advantageous to let the front gates end downwardly over the rail heads of the rails of the carried rail vehicle for the desired opening and closing of the front gates.
The front gates are suitable to place drive units or feed units having correspondingly sized large dimensions because of the short distance to the coordinated coupling device and because of the possibility to form these front gates also with essentially larger thickness and larger height as known front gates at the rail guided carrier vehicles. These drive units or feed units can be equally well combustion engines with electrical generator coupling or hydraulic, coupling, such as gasoline engines, gas turbines, Sterling machines or in particular diesel engines or trap ;formers and/or rectifiers or electrical or motor conversion units or high-power energy storages, such as accumulators, electrochemical current generators or mechanical inertia storage devices.
These drive units or feed units can also be placed in frame side sill tcps, wherein the frame side sill tops are placed on top of the wagon frame side sills, in cases were no door regions of the carried rail vehicle have to be kept open.
Since the construction of the rail vehicle carrier as a low floor wagon with very deeply disposed wagon floor frame leaves very little space for pieces to be built in, it is very space saving to employ the frame side sill tops for this purposes and devices of the drive operating devices, the feed devices, the current storage devices including automatic control and charging devices, illumination and control devices, as well as the devices for drive control and braking to incorporate here in the frame side sill tops and/or to incorporate the containers of the operating agents and/or operating materials.
Frequently the platform edges will not coincide in with the height of the wagon floor and will not have the permissible distance to the carried rail vehicle, vhich would be most favorable for the traffic performance, during the travel of a carried rail vehicle with the self propelled rail vehicle carrier on the line of the rail vehicl, carrier.
If only the bridging of the distance in the horizontal direction is requ: red, then this is achieved with the raised footstep treads on the wagon frame side sills of the self propelled rail vehicle carrier or with controllable arrangements, where the raised footstep is automatically moved upon opening of a door into a position suitable for entering and leaving; the same holds for the adaptation. to height level differences between. wagon floor and platform edge.
..g_ However, it is also possible to have the wagon frame side sills of the self propelled rail vehicle carver end at a suitable height level and to apply spatially fixed footstep treads.
In connection with the feeding of electrical drive motors, as drives of the self propelled rail vehicle carrier from the overhead line of its line, it is a particularly advantageous solution to lead the feed line over the carried rail vehicle, wherein then a heavy current coupling is to be furnished and favorably also controlled couplingable and wherein the feeding is performed through a voltage converter if this is required by the voltage situation, wherein the voltage converter has to the attached at the carried rail vehicle and preferably under the roof.
The equipment of the drive of the rail vehicle carrier can be in a variety of ways, with one or several units, and this with internal combustion engines, in particular with combustion engines such as gasoline engines or diesel engines, gas turbines, Sterling machines, combustion engines -- electrical or combustion engines -- hydraulic or in connection with the feeding of the carried rail vehicle (2) is formed electrohydraulicly or comprises an electric conversion unit or voltage/current rectifier depending on the equipment of the line of the rail vehicle carrier.
Construction lengths are possible with modern rail vehicles of the tramway based on hinge construction, wherein the construction lengths go beyond tie construction lengths permissible on mainlines, but also on local rail lines of a non-hinged rail vehicle, wherein the subdivision of the self propelled rail vehicle cairi.er into two or more hinge-connected part vehicles may become necessary, wherein. the free front sides are. furnished and with the front gates and to the carried rail vel.icle, because of the simpler maneuvering and the larger stability during travel is prefe7ably coupled to the coupling connector at the front gate disposed in forward drive direction;
wherein also a coupling is possible at the couplings of the two front gates in case of tuned construction lengths.
The particular preferred embodiment comprises a rail vehicle carrier with hinged connection composed of two rail vehicle carrier parts, wherein it is particularly advantageous if the perpendicular hinge axis coincides with the hinge axis of a wagon hinge of the carried rail vehicle, since in that case the rails on the rail vehicle carrier can he furnished with a compensation for the arcuate and curved travel in the hinge, without that the carried rail vehicle performs a substantial longitudinal motion, wherein. the longitudinal motion otherwise is transferred to the wheels.
-. 10-An effective possibility for the longitudinal compensation at the rail; of the carried rail vehicle in case of an arcuate or curved travel of the rail vehicle carrier is to support shiftable the rails of the carried rail vehicle as a whole, however then the wheels of the moving gear device have to be non-braked during the travel on the self propelled rail vehicle carrier in order to avoid grinding or the wheels are disengageably attached to the axles relative to turning and are then freely rotatable.
Another possibility comprises the application of spatially fixed rails, wherein the rail intermediate piece is employed in the hinged region upon straight po:,ition of the part wagons and an open front gate, wherein the rail intermediate piece upon closing of the same is shifted outwardly or swiveled such that the distance changes can.
be freely compensated during an arcuate or curved travel.
Another possibility comprises that the rail heads are subdivided and in each case a right part and a left part compliments to a rail and are disposed slidin;;ly at each other in order to enable the lengths compensation during arcuate or curve travel of the rail vehicle carrier.
Usually the carried rail vehicle is automotively equipped, with an electrical drive through the overhead line, in most cases tramway trains in modern low floor constructions and comprising one or several part wagons connected with hinges.
However it is also possible to furnish a drive with combustion engines with electrical coupling as also proposed for the rail vehicle carrier, wherei a the feeding of the drive engine of the rail vehicle carrier can be performed from the carried rail vehicle.
An important step is the use of the excess traction current and/or of the braking current of the rail vehicle carrier for the heating of the carried rail vehicle with an additional switching device in order to thereby relieve the respective drive unit and in order to save energy.
The application of an auxiliary driver cabin is indispensable for the operation of the rail vehicle carrier without carried rail vehicle.
The rail vehicle carrier is also suitable to transfer vehicles for track maintenance such as track construction machines or the like from one line to another l:.ne, thereby also in this region substantial savings can result.
The Invention is described by way of two embodiment examples.
There is shown in:
Figure 1 a rail guided diesel driven rail vehicle carrier at the docking ramp, with automotive rail vehicle on the docking ramp, in a side elevational view, schematically;
Figure 2 the rail guided rail vehicle carrier according to figure 1 in a lop planar view, schematically;
Figure 3 the rail guided diesel driven rail vehicle carrier at the docking ramp according to figure 1, with entered automotive rail vehicle docked in travel direction, in a side elevational view, schematically;
Figure 4 the rail guided rail vehicle carrier at the docking ramp aceo:=ding to figure 3 with entered automotive rail vehicle docked in travel direction, in a top planar view, schematically;
Figure 5 the rail guided diesel driven rail vehicle carrier with carr.ed and in drive direction docked automotive rail vehicle in curve passage, in a tip planar view, schematically;
Figure 6 The in rail guided diesel driven rail vehicle carrier with opened front gate on the ramp side as seen in vehicle direction, docked at the docking ramp, the docking ramp in cross-section, schematically;
Figure 7 the rail guided diesel driven rail vehicle carrier with the supported automotively moving rail vehicle in a cross-sectional view, with raised footstep at a platform edge, schematically;
Figure 8 the rail guided electro-driven rail vehicle carrier with carried automotively moving rail vehicle in a cross-sectional view planar with a platform edge, schematically;
Figure 9 the rail guided diesel driven rail vehicle carrier with opened front gate in a cross-sectional view, with carried automotively moving rail vehicle, with raised footstep at a platform edge, schematically;
A rail guided diesel driven, in addition self propelled rail vehicle carrier 1 is illustrated in figures 1 and 2, wherein the rail vehicle carrier 1 is driven to a docking ramp 20 and is docked on a track 29 of its line, wherein the rails of track 29 are laid out for example in standard track gauge, wherein rails 30 of a track 27. for example in narrow gauge, are running on the docking ramp 20 up to the end of the docking ramp 20, wherein the rails 30, running through with the rails 17 of track 16 on the rail vehicle carrier 1, are attached to the wagon floor fame 5.
The rail guided diesel driven rail vehicle carrier 1 is formed as a law floor wagon and, wherein the wagon floor frame 5 of the rail vehicle carrier 1 is d.sposed between the wheelsets 4 in the region of the upper circumference of the wheel:; 3.
Th.e rail vehicle carrier 1 comprises two vehicle carrier parts 1', V, wherein the two vehicle carrier parts are connected to each other through a hinge connection 26 in order to be able to receive and transport carried rail vehicles 2 of larger length, such as multi-hinge rail vehicles, for example tramway low floor drive wagons, wherein the total. length of the tramway low floor drive wagons exceeds the .)ermissible total length for an unhinged individual wagon on the railway line of the rail vehicle carrier 1.
The self propelled rail vehicle carrier 1 exhibits on two sides of the wagon floor frame 5 wagon frame side sills 6,6', wherein the wagon frame side sills 6,6' are pulled up toward the outside over the height level of the rail 17 o:.' the carried rail vehicle to and wherein the wagon frame side sills 6,6' are furnished with frame side sill tops 15 at positions at which no doors of the carried rail vehicle come to be positioned in a docked on transport position. The frame side sill tops 15 are furnished for the receiving of devices for the drive and braking operation, for the securing, for the illumination, for the sensor technology and data transfer and storage container for operating agents, such as power fuel, lubricant, braking auxiliary agents, but if required also drive units, voltage converters, electrical conversion units, current storage, electrochemical current generators or the like.
Front gates 7 or in each case a pair of front gate wings (not shown here) at the wagon frame side sills 6,6' are toward the outside swivelably supported around a vertical swivel axis at the two front sides 14,14' of the rail vehicle carrier 1.
It is illustrated in figure 1 how an electrically operated automotively moving rail vehicle 2 fed by an electrical overhead line 8, in the shape of a multiple hinge low floor tramway train for passenger transport, enters from a docking ramp 20 onto a rail guided diesel driven rail vehicle carrier 1, wherein the front gate 7 of the docking ramp 20 is opened at the front side 14' disposed toward the docking ramp 20.
The rail vehicle carrier 1 is seen from the top in figure 2 driven to the docking ramp 20 and illustrated without entered automotively moving carried rail vehicle 2.
The automotively moving carried rail vehicle 2 is driven onto the rail vehicle carrier 1 in figures 3 and 4, separated from the electrical overhead line and illustrated coupled at the front side disposed in drive direction 25 of the rail vehicle carrier 1 at the mechanical coupling connector 10 of the front gate 7 with he controllable mechanical coupling 9, wherein the other front gate 7, which other front gate 7 is disposed toward the docking ramp 20, is still opened; the carried rail vehicle to here is disposed in a position at the platform edge 23 of a train stop station.
The illustration in figure 5 shows the rail vehicle carrier I with the carried rail vehicle 2 on a curve of the track 29 of its railway line and it can be recognized that the hinge parts of the carried rail vehicle 2 are disposed symmetric<<lly to the hinge connections 26 between the two rail vehicle carrier parts 1', V.
Figure 6 shows the rail vehicle carrier, 1 at the docking ramp 20 with ramp buffer 18 and mechanical bolting connection 19, with opened front gate 7, ~ wivelled on the side toward the outside, toward the side disposed away from the platform edge 23 of the railway line.
The mechanical coupling connector 10 and the coordinated plug coupling connector 13 is illustrated at the inner side 11 of the two front gates 7.
The incorporated Diesel electric drive units 28 and the waste gas line is indicated at the front gate 7 to be disposed after, the docking ramp 20.
The lower-level disposed wagon floor frame 5 of the rail vehicle -,arrier I
carries recessed rails 26 of the track 27 of the carried rail vehicle 2. On the side the wagon frame sole bars 6,6' are pulled out somewhat above the level of the rlatform edge 23 and are furnshed with frame side sill tops 15.
The rail vehicle carrier 1 is illustrated at the stop station on the railway line in figure 7, wherein the wheels 3 run on the track 29. Furthermore the autoraotively moving carried rail vehicle 2 is formed as a low floor tramway drive wagon -nd is illustrated, wherein the wagon floor 24 of the rail vehicle 2 is disposed higher tian the platform edge 23, wherein the wagon frame side sills 6,6' are disposed in between with respect to height level and on the side further project toward the outside and form an intermediate step and are formed as raised footsteps 22 at the doors 21 and wherein the frame side sill tops 15 are placed on to the rail vehicle carrier 1 next to the doors 21.
The height level of the platform edge 23, the height level of the rail's 13 of the railway line of the rail vehicle carrier 1, the height level of the rails of the track 16 of the automotively moving carried rail vehicle 2 and the wagon floor 24 of the rail vehicle 2 are tuned to each other in figure 8, wherein the floor of the carried rail vehicle 2, the platform edge 23 and the raised footsteps at the doors 21 are disposed on the same level and wherein the horizontal distance between these is furnished meeting at least the regulatory requirements. The carried rail vehicl. 2 is connected to the electric overhead line on the railway line of the rail vehicle carrier 1 through the overhead pickup current collector, wherein the feeding of the -irive of the rail vehicle carrier I can be performed through the electrical overhead lin Figure 9 shows a rail vehicle carrier 1 at the platform edge 23 of a atop station with an open and sideways toward the outside swiveled front gate 7 and. figure 9 shows here the mechanically controllable coupling 9 and the coorclinated and in particular controllable plug coupling 12 of the carried automotively moving rail vehicle 2 for the mechanical coupling connector 10 and the plug coupling connector 13 of the self propelled rail vehicle carrier 1.
In the context of the connection of a rail grid with a different track gauge, be it mainline, local train, subway grid to the city tramway grid or of a different tramway grid of the same track gauge directly or through the use of the recited other grids, there are installed docking ramps 20 at the transition positions of tb e grids, wherein the docking ramps 20 are led to a connection railway line in a straight line as far as possible such that an equal level transition onto the self propelled rail vehicle carrier 1 can be performed.
A docked diesel. driven rail vehicle carrier 1 with opened front gate 7 at the docking ramp 20 is shown in figures 1 and 2, wherein the rail vehicle carrier 1 was driven on the track 29 of its railway line. An automotively moving carried rail vehicle 2 in the shape of a tramway hinged wagon train is shown running from the docking ramp onto the track 16 on the rail vehicle carrier 1.
The carried rail vehicle 2 driven on the rail vehicle carrier 1 is illustrated in figures 3 and 4, wherein the rail vehicle 2 is coupled with its controllable mechanical coupling 9 and with its coordinated controllable plug coupling 12 (not visible) at the mechanical coupling connector 10 and the electrical plug coupling connector 13 at the inner side 11 of the oppositely disposed closed front gate 7. The transport is performed for the carried rail vehicle 2 with the brake or non-brake wheels 3 depending on the construction kind of the rail 17 -- longitudinally shiftable or hingedly supported.
The same constructive arrangement is employed at a transition of tie railway line and the decoupling and the docking process run in opposite direction, whereupon the carried rail vehicle 2 moves in another grid and so on; the decisive simplification for nearly arbitrary expansion of an existing grid under incorporation of further grids of different construction is recognizable therefrom. Only a small expenditure for changed construction and additional vehicles becomes necessary relative to new construction or changing track gauge and which simultaneously does not entail a substantial delay of the train transport.
List of reference characters:
I self propelled rail guided rail vehicle carrier 1',l" part of rail vehicle carrier 2 automotively moving rail vehicle 3 wheel of the wheelset 4 4 wheelset of the self propelled rail guided rail vehicle carrier 1 wagon. Floor frame of the rail vehicle carrier 1 6,6' wagon frame side sill of the rail vehicle carrier 1 7 front floor of the rail vehicle carrier 1 8 electrical current collector overhead line of the carried autonmotively moving rail vehicle 2 9 controllable mechanical railway coupling of the automotivi,ly moving rail vehicle 2 mechanical coupling connector at the inner side 1. 1. of the front gate 7 11 inner side of the front gate 7 12 controllable plug coupling coordinated to the mechanical coupli-.lg 9 13 plug coupling connector coordinated to the chemical coupling connector 10 of the front gate 7 l 4,14' f ont side of the rail vehicle carrier I
15 frame side sill top of the wagon floor frame 5 of the rail vehicle carrier 16 track of the automotively moving rail vehicle 2 on the wagon floor frame 5 17 rail of the track line 16 18 ramp buffer of the rail vehicle carrier 1 19 mechanical locking connector of the rail vehicle carrier 1 20 docking ramp for the rail vehicle carrier 1 21 door of the automotively moving rail vehicle 2 22 raised footstep tread of a wagon frame side sill 6,6' at the door 21 of the automotively moving carried rail vehicle 2 23 edge of platform of the railway line of the rail vehicle carrier 1 24 wagon floor of the automotively moving carried rail vehicle 2 25 drive direction of the rail vehicle carrier 1 at departure from the docking ramp 26 hinged connection between the rail vehicle carrier parts 1' and '."
27 track on the docking ramp 20 28 drive unit 29 track of the railway line of the rail vehicle carrier I
rail ofthe track 27
Frequently the platform edges will not coincide in with the height of the wagon floor and will not have the permissible distance to the carried rail vehicle, vhich would be most favorable for the traffic performance, during the travel of a carried rail vehicle with the self propelled rail vehicle carrier on the line of the rail vehicl, carrier.
If only the bridging of the distance in the horizontal direction is requ: red, then this is achieved with the raised footstep treads on the wagon frame side sills of the self propelled rail vehicle carrier or with controllable arrangements, where the raised footstep is automatically moved upon opening of a door into a position suitable for entering and leaving; the same holds for the adaptation. to height level differences between. wagon floor and platform edge.
..g_ However, it is also possible to have the wagon frame side sills of the self propelled rail vehicle carver end at a suitable height level and to apply spatially fixed footstep treads.
In connection with the feeding of electrical drive motors, as drives of the self propelled rail vehicle carrier from the overhead line of its line, it is a particularly advantageous solution to lead the feed line over the carried rail vehicle, wherein then a heavy current coupling is to be furnished and favorably also controlled couplingable and wherein the feeding is performed through a voltage converter if this is required by the voltage situation, wherein the voltage converter has to the attached at the carried rail vehicle and preferably under the roof.
The equipment of the drive of the rail vehicle carrier can be in a variety of ways, with one or several units, and this with internal combustion engines, in particular with combustion engines such as gasoline engines or diesel engines, gas turbines, Sterling machines, combustion engines -- electrical or combustion engines -- hydraulic or in connection with the feeding of the carried rail vehicle (2) is formed electrohydraulicly or comprises an electric conversion unit or voltage/current rectifier depending on the equipment of the line of the rail vehicle carrier.
Construction lengths are possible with modern rail vehicles of the tramway based on hinge construction, wherein the construction lengths go beyond tie construction lengths permissible on mainlines, but also on local rail lines of a non-hinged rail vehicle, wherein the subdivision of the self propelled rail vehicle cairi.er into two or more hinge-connected part vehicles may become necessary, wherein. the free front sides are. furnished and with the front gates and to the carried rail vel.icle, because of the simpler maneuvering and the larger stability during travel is prefe7ably coupled to the coupling connector at the front gate disposed in forward drive direction;
wherein also a coupling is possible at the couplings of the two front gates in case of tuned construction lengths.
The particular preferred embodiment comprises a rail vehicle carrier with hinged connection composed of two rail vehicle carrier parts, wherein it is particularly advantageous if the perpendicular hinge axis coincides with the hinge axis of a wagon hinge of the carried rail vehicle, since in that case the rails on the rail vehicle carrier can he furnished with a compensation for the arcuate and curved travel in the hinge, without that the carried rail vehicle performs a substantial longitudinal motion, wherein. the longitudinal motion otherwise is transferred to the wheels.
-. 10-An effective possibility for the longitudinal compensation at the rail; of the carried rail vehicle in case of an arcuate or curved travel of the rail vehicle carrier is to support shiftable the rails of the carried rail vehicle as a whole, however then the wheels of the moving gear device have to be non-braked during the travel on the self propelled rail vehicle carrier in order to avoid grinding or the wheels are disengageably attached to the axles relative to turning and are then freely rotatable.
Another possibility comprises the application of spatially fixed rails, wherein the rail intermediate piece is employed in the hinged region upon straight po:,ition of the part wagons and an open front gate, wherein the rail intermediate piece upon closing of the same is shifted outwardly or swiveled such that the distance changes can.
be freely compensated during an arcuate or curved travel.
Another possibility comprises that the rail heads are subdivided and in each case a right part and a left part compliments to a rail and are disposed slidin;;ly at each other in order to enable the lengths compensation during arcuate or curve travel of the rail vehicle carrier.
Usually the carried rail vehicle is automotively equipped, with an electrical drive through the overhead line, in most cases tramway trains in modern low floor constructions and comprising one or several part wagons connected with hinges.
However it is also possible to furnish a drive with combustion engines with electrical coupling as also proposed for the rail vehicle carrier, wherei a the feeding of the drive engine of the rail vehicle carrier can be performed from the carried rail vehicle.
An important step is the use of the excess traction current and/or of the braking current of the rail vehicle carrier for the heating of the carried rail vehicle with an additional switching device in order to thereby relieve the respective drive unit and in order to save energy.
The application of an auxiliary driver cabin is indispensable for the operation of the rail vehicle carrier without carried rail vehicle.
The rail vehicle carrier is also suitable to transfer vehicles for track maintenance such as track construction machines or the like from one line to another l:.ne, thereby also in this region substantial savings can result.
The Invention is described by way of two embodiment examples.
There is shown in:
Figure 1 a rail guided diesel driven rail vehicle carrier at the docking ramp, with automotive rail vehicle on the docking ramp, in a side elevational view, schematically;
Figure 2 the rail guided rail vehicle carrier according to figure 1 in a lop planar view, schematically;
Figure 3 the rail guided diesel driven rail vehicle carrier at the docking ramp according to figure 1, with entered automotive rail vehicle docked in travel direction, in a side elevational view, schematically;
Figure 4 the rail guided rail vehicle carrier at the docking ramp aceo:=ding to figure 3 with entered automotive rail vehicle docked in travel direction, in a top planar view, schematically;
Figure 5 the rail guided diesel driven rail vehicle carrier with carr.ed and in drive direction docked automotive rail vehicle in curve passage, in a tip planar view, schematically;
Figure 6 The in rail guided diesel driven rail vehicle carrier with opened front gate on the ramp side as seen in vehicle direction, docked at the docking ramp, the docking ramp in cross-section, schematically;
Figure 7 the rail guided diesel driven rail vehicle carrier with the supported automotively moving rail vehicle in a cross-sectional view, with raised footstep at a platform edge, schematically;
Figure 8 the rail guided electro-driven rail vehicle carrier with carried automotively moving rail vehicle in a cross-sectional view planar with a platform edge, schematically;
Figure 9 the rail guided diesel driven rail vehicle carrier with opened front gate in a cross-sectional view, with carried automotively moving rail vehicle, with raised footstep at a platform edge, schematically;
A rail guided diesel driven, in addition self propelled rail vehicle carrier 1 is illustrated in figures 1 and 2, wherein the rail vehicle carrier 1 is driven to a docking ramp 20 and is docked on a track 29 of its line, wherein the rails of track 29 are laid out for example in standard track gauge, wherein rails 30 of a track 27. for example in narrow gauge, are running on the docking ramp 20 up to the end of the docking ramp 20, wherein the rails 30, running through with the rails 17 of track 16 on the rail vehicle carrier 1, are attached to the wagon floor fame 5.
The rail guided diesel driven rail vehicle carrier 1 is formed as a law floor wagon and, wherein the wagon floor frame 5 of the rail vehicle carrier 1 is d.sposed between the wheelsets 4 in the region of the upper circumference of the wheel:; 3.
Th.e rail vehicle carrier 1 comprises two vehicle carrier parts 1', V, wherein the two vehicle carrier parts are connected to each other through a hinge connection 26 in order to be able to receive and transport carried rail vehicles 2 of larger length, such as multi-hinge rail vehicles, for example tramway low floor drive wagons, wherein the total. length of the tramway low floor drive wagons exceeds the .)ermissible total length for an unhinged individual wagon on the railway line of the rail vehicle carrier 1.
The self propelled rail vehicle carrier 1 exhibits on two sides of the wagon floor frame 5 wagon frame side sills 6,6', wherein the wagon frame side sills 6,6' are pulled up toward the outside over the height level of the rail 17 o:.' the carried rail vehicle to and wherein the wagon frame side sills 6,6' are furnished with frame side sill tops 15 at positions at which no doors of the carried rail vehicle come to be positioned in a docked on transport position. The frame side sill tops 15 are furnished for the receiving of devices for the drive and braking operation, for the securing, for the illumination, for the sensor technology and data transfer and storage container for operating agents, such as power fuel, lubricant, braking auxiliary agents, but if required also drive units, voltage converters, electrical conversion units, current storage, electrochemical current generators or the like.
Front gates 7 or in each case a pair of front gate wings (not shown here) at the wagon frame side sills 6,6' are toward the outside swivelably supported around a vertical swivel axis at the two front sides 14,14' of the rail vehicle carrier 1.
It is illustrated in figure 1 how an electrically operated automotively moving rail vehicle 2 fed by an electrical overhead line 8, in the shape of a multiple hinge low floor tramway train for passenger transport, enters from a docking ramp 20 onto a rail guided diesel driven rail vehicle carrier 1, wherein the front gate 7 of the docking ramp 20 is opened at the front side 14' disposed toward the docking ramp 20.
The rail vehicle carrier 1 is seen from the top in figure 2 driven to the docking ramp 20 and illustrated without entered automotively moving carried rail vehicle 2.
The automotively moving carried rail vehicle 2 is driven onto the rail vehicle carrier 1 in figures 3 and 4, separated from the electrical overhead line and illustrated coupled at the front side disposed in drive direction 25 of the rail vehicle carrier 1 at the mechanical coupling connector 10 of the front gate 7 with he controllable mechanical coupling 9, wherein the other front gate 7, which other front gate 7 is disposed toward the docking ramp 20, is still opened; the carried rail vehicle to here is disposed in a position at the platform edge 23 of a train stop station.
The illustration in figure 5 shows the rail vehicle carrier I with the carried rail vehicle 2 on a curve of the track 29 of its railway line and it can be recognized that the hinge parts of the carried rail vehicle 2 are disposed symmetric<<lly to the hinge connections 26 between the two rail vehicle carrier parts 1', V.
Figure 6 shows the rail vehicle carrier, 1 at the docking ramp 20 with ramp buffer 18 and mechanical bolting connection 19, with opened front gate 7, ~ wivelled on the side toward the outside, toward the side disposed away from the platform edge 23 of the railway line.
The mechanical coupling connector 10 and the coordinated plug coupling connector 13 is illustrated at the inner side 11 of the two front gates 7.
The incorporated Diesel electric drive units 28 and the waste gas line is indicated at the front gate 7 to be disposed after, the docking ramp 20.
The lower-level disposed wagon floor frame 5 of the rail vehicle -,arrier I
carries recessed rails 26 of the track 27 of the carried rail vehicle 2. On the side the wagon frame sole bars 6,6' are pulled out somewhat above the level of the rlatform edge 23 and are furnshed with frame side sill tops 15.
The rail vehicle carrier 1 is illustrated at the stop station on the railway line in figure 7, wherein the wheels 3 run on the track 29. Furthermore the autoraotively moving carried rail vehicle 2 is formed as a low floor tramway drive wagon -nd is illustrated, wherein the wagon floor 24 of the rail vehicle 2 is disposed higher tian the platform edge 23, wherein the wagon frame side sills 6,6' are disposed in between with respect to height level and on the side further project toward the outside and form an intermediate step and are formed as raised footsteps 22 at the doors 21 and wherein the frame side sill tops 15 are placed on to the rail vehicle carrier 1 next to the doors 21.
The height level of the platform edge 23, the height level of the rail's 13 of the railway line of the rail vehicle carrier 1, the height level of the rails of the track 16 of the automotively moving carried rail vehicle 2 and the wagon floor 24 of the rail vehicle 2 are tuned to each other in figure 8, wherein the floor of the carried rail vehicle 2, the platform edge 23 and the raised footsteps at the doors 21 are disposed on the same level and wherein the horizontal distance between these is furnished meeting at least the regulatory requirements. The carried rail vehicl. 2 is connected to the electric overhead line on the railway line of the rail vehicle carrier 1 through the overhead pickup current collector, wherein the feeding of the -irive of the rail vehicle carrier I can be performed through the electrical overhead lin Figure 9 shows a rail vehicle carrier 1 at the platform edge 23 of a atop station with an open and sideways toward the outside swiveled front gate 7 and. figure 9 shows here the mechanically controllable coupling 9 and the coorclinated and in particular controllable plug coupling 12 of the carried automotively moving rail vehicle 2 for the mechanical coupling connector 10 and the plug coupling connector 13 of the self propelled rail vehicle carrier 1.
In the context of the connection of a rail grid with a different track gauge, be it mainline, local train, subway grid to the city tramway grid or of a different tramway grid of the same track gauge directly or through the use of the recited other grids, there are installed docking ramps 20 at the transition positions of tb e grids, wherein the docking ramps 20 are led to a connection railway line in a straight line as far as possible such that an equal level transition onto the self propelled rail vehicle carrier 1 can be performed.
A docked diesel. driven rail vehicle carrier 1 with opened front gate 7 at the docking ramp 20 is shown in figures 1 and 2, wherein the rail vehicle carrier 1 was driven on the track 29 of its railway line. An automotively moving carried rail vehicle 2 in the shape of a tramway hinged wagon train is shown running from the docking ramp onto the track 16 on the rail vehicle carrier 1.
The carried rail vehicle 2 driven on the rail vehicle carrier 1 is illustrated in figures 3 and 4, wherein the rail vehicle 2 is coupled with its controllable mechanical coupling 9 and with its coordinated controllable plug coupling 12 (not visible) at the mechanical coupling connector 10 and the electrical plug coupling connector 13 at the inner side 11 of the oppositely disposed closed front gate 7. The transport is performed for the carried rail vehicle 2 with the brake or non-brake wheels 3 depending on the construction kind of the rail 17 -- longitudinally shiftable or hingedly supported.
The same constructive arrangement is employed at a transition of tie railway line and the decoupling and the docking process run in opposite direction, whereupon the carried rail vehicle 2 moves in another grid and so on; the decisive simplification for nearly arbitrary expansion of an existing grid under incorporation of further grids of different construction is recognizable therefrom. Only a small expenditure for changed construction and additional vehicles becomes necessary relative to new construction or changing track gauge and which simultaneously does not entail a substantial delay of the train transport.
List of reference characters:
I self propelled rail guided rail vehicle carrier 1',l" part of rail vehicle carrier 2 automotively moving rail vehicle 3 wheel of the wheelset 4 4 wheelset of the self propelled rail guided rail vehicle carrier 1 wagon. Floor frame of the rail vehicle carrier 1 6,6' wagon frame side sill of the rail vehicle carrier 1 7 front floor of the rail vehicle carrier 1 8 electrical current collector overhead line of the carried autonmotively moving rail vehicle 2 9 controllable mechanical railway coupling of the automotivi,ly moving rail vehicle 2 mechanical coupling connector at the inner side 1. 1. of the front gate 7 11 inner side of the front gate 7 12 controllable plug coupling coordinated to the mechanical coupli-.lg 9 13 plug coupling connector coordinated to the chemical coupling connector 10 of the front gate 7 l 4,14' f ont side of the rail vehicle carrier I
15 frame side sill top of the wagon floor frame 5 of the rail vehicle carrier 16 track of the automotively moving rail vehicle 2 on the wagon floor frame 5 17 rail of the track line 16 18 ramp buffer of the rail vehicle carrier 1 19 mechanical locking connector of the rail vehicle carrier 1 20 docking ramp for the rail vehicle carrier 1 21 door of the automotively moving rail vehicle 2 22 raised footstep tread of a wagon frame side sill 6,6' at the door 21 of the automotively moving carried rail vehicle 2 23 edge of platform of the railway line of the rail vehicle carrier 1 24 wagon floor of the automotively moving carried rail vehicle 2 25 drive direction of the rail vehicle carrier 1 at departure from the docking ramp 26 hinged connection between the rail vehicle carrier parts 1' and '."
27 track on the docking ramp 20 28 drive unit 29 track of the railway line of the rail vehicle carrier I
rail ofthe track 27
Claims (23)
1. A rail guided rail vehicle carrier comprising:
a plurality of wheel sets, wherein wheels of the plurality of wheel sets are controlled by a braking system;
a wagon floor frame with wagon frame side sills, wherein an upper edge of the wagon floor frame is disposed at least at a level of an upper circumference of the wheels of the wheel sets, said wagon floor frame having two rolling paths for the wheels of a carried rail vehicle;
at least one front gate attached to a front side of the rail vehicle carrier, wherein the front gate is pivotally supported about a vertical axis on an outside of one of a side sills (6, 6') of the wagon frame, the front gate being securable in a closing position of the front side of the rail vehicle carrier;
a buffer plate having vehicle connections with connection mountings, fittings and illumination devices placed at the front gate facing outwardly, wherein the rail guided rail vehicle carrier is self propelled, being equipped with drive motors connected to at least one of the wheels or wheel sets, the drive motor driven by at least one feed device disposed on the rail vehicle carrier, the braking system, drive operational devices and safety devices also being placed on the rail vehicle carrier, the braking system, drive operational devices and safety devices being controlled through one or more control devices present on the rail vehicle carrier and the rail vehicle carrier is furnished with a docking installation for a docking ramp, wherein the rolling paths on the rail guided rail vehicle carrier (1) are rails of a track adapted to carry an automotively moving rail vehicle (2), and wherein the illumination device with sensor installations, the braking system and the drive operational devices and the safety devices carried by the rail guided rail vehicle carrier (1) are, either through the one or more control devices present on the rail vehicle carrier (1), through at least one control device of the carried rail vehicle (2), or at least a part thereof furnished for this purpose, essentially controlled immediately by the control device of the carried rail vehicle (2) furnished for this purpose, and wherein the drive motors of the rail vehicle carrier (1) are driven by at least one drive unit (28) or by the feed device attached on the drive unit (28).
a plurality of wheel sets, wherein wheels of the plurality of wheel sets are controlled by a braking system;
a wagon floor frame with wagon frame side sills, wherein an upper edge of the wagon floor frame is disposed at least at a level of an upper circumference of the wheels of the wheel sets, said wagon floor frame having two rolling paths for the wheels of a carried rail vehicle;
at least one front gate attached to a front side of the rail vehicle carrier, wherein the front gate is pivotally supported about a vertical axis on an outside of one of a side sills (6, 6') of the wagon frame, the front gate being securable in a closing position of the front side of the rail vehicle carrier;
a buffer plate having vehicle connections with connection mountings, fittings and illumination devices placed at the front gate facing outwardly, wherein the rail guided rail vehicle carrier is self propelled, being equipped with drive motors connected to at least one of the wheels or wheel sets, the drive motor driven by at least one feed device disposed on the rail vehicle carrier, the braking system, drive operational devices and safety devices also being placed on the rail vehicle carrier, the braking system, drive operational devices and safety devices being controlled through one or more control devices present on the rail vehicle carrier and the rail vehicle carrier is furnished with a docking installation for a docking ramp, wherein the rolling paths on the rail guided rail vehicle carrier (1) are rails of a track adapted to carry an automotively moving rail vehicle (2), and wherein the illumination device with sensor installations, the braking system and the drive operational devices and the safety devices carried by the rail guided rail vehicle carrier (1) are, either through the one or more control devices present on the rail vehicle carrier (1), through at least one control device of the carried rail vehicle (2), or at least a part thereof furnished for this purpose, essentially controlled immediately by the control device of the carried rail vehicle (2) furnished for this purpose, and wherein the drive motors of the rail vehicle carrier (1) are driven by at least one drive unit (28) or by the feed device attached on the drive unit (28).
2. The rail guided rail vehicle carrier according to claim 1, wherein the at least one front gate (7) of the self propelled rail vehicle carrier (1) is furnished with a mechanical coupling connector (10) at an inside (11), the mechanical coupling connector (10) can be coupled with a mechanical coupling (9), the mechanical coupling (9) being controllable from the carried rail vehicle (2), the mechanical coupling connector (10) being equipped with a coordinated plug coupling connector (13) at the front gate (7), the plug coupling connector (13) can be coupled with a plug of a controllable coupling (12) for multiple control, and wherein the plug coupling connector (13) renders connectable the control devices of the carried rail vehicle (2) to the self-propelled rail vehicle carrier (1).
3. The rail guided rail vehicle carrier according to claim 1 or 2, wherein the self propelled rail vehicle carrier (1) is equipped with a docking installation at a front side (14, 14') of the vehicle carrier, the docking installation being furnished in each case with at least one ramp buffer (18) and a controllable mechanical bolting connector (19) for a coordinated docketing ramp (20), and wherein the docking ramp (20) is equipped with an adapted ramp buffer receiver and with a mechanical bolting piece.
4. The rail guided rail vehicle carrier according to claim 2 or 3 wherein in addition to the controllable plug coupling (12) and the plug coupling connector (13), there is a heavy power current coupling plug of the rail vehicle (2) and an additional heavy power current coupling plug connector of the self propelled rail vehicle carrier (1) for a feed current for the drive motors and drive current rectifiers and/or brake current to the drive motors to the brake resistance of the supported and carried rail vehicle (2).
5. The rail guided rail vehicle carrier according to any one of claims 1 to 4 wherein there is a front gate (7) hinged at each front side (14, 14') of the rail vehicle carrier (1).
6. The rail guided rail vehicle carrier according to any one of claims 1 to 5 wherein the front gate (7) comprises two front gate wings, and wherein the front gate wings are each supported pivotally at one of the two wagon frame side sills (6, 6'), and the front gate wings are boltable to each other and with the wagon floor frame (5).
7. The rail guided rail vehicle carrier according to any one of claims 1 to 6 wherein the front gate (7) has a lower end which is above a height level of heads of the rails (17) of the carried rail vehicle (2).
8. The rail guided rail vehicle carrier according to any one of claims 1 to 7 wherein at least one of the drive units (28), one or more of the feed devices and associated control devices, the control devices of the braking system, the drive operational devices, the safety devices, and the sensor devices of the self propelled rail vehicle carrier (1) are incorporated in one of the front gates (7) and frame side sill tops (15).
9. The rail guided rail vehicle carrier according to claim 8 wherein frame side sill tops (15) on the wagon frame side sills (6, 6') of the rail vehicle carrier (1) are not present, at least over the width of the doors (21), of the carried rail vehicle (2).
10. The rail guided rail vehicle carrier according to claims 1 to 7 wherein frame side sill tops (15) of said side sills (6, 6') are installed for housing at least one or more of the devices of the vehicle and brake system, the feeding devices, including current conversion units, electrochemical current generator, energy storage devices, illuminating devices, control devices and containers of operational agents and materials.
11. The rail guided rail vehicle carrier according to any one of claims 1 to wherein the wagon frame side sills (6, 6') of the rail vehicle carrier (1) are furnished with raised footstep treads (22), at least over the width of the doors (21) carried rail vehicle, and at a height level of edges of platforms (23) on a railway line of the rail vehicle carrier (1), and level with the wagon floor (24) of the carried rail vehicle (2).
12. The rail guided rail vehicle carrier of any one of claims 1 to 10 wherein the wagon frame side sills (6, 6') of the rail vehicle carrier (1) are furnished with raised footstep treads (22) at least over the width of the doors (21) of the carried rail vehicle, said footstep treads formed as intermediate steps between a height level of the wagon floor (24) of the carried rail vehicle (2) and an edge of the platform (23), the footstep treads (22) being automatically controllable together with the doors (21) at the height level of the wagon floor (24) and movable to bridge a distance to the platform edge (23).
13. The rail guided rail vehicle carrier according to claim 1 wherein the drive motors of the wheel sets (4) are electric motors, and the electric motors being fed from the electric overhead line of the railway line of the self propelled rail vehicle carrier (1) through the carried rail vehicle (2), with an additional heavy power current coupling and a correspondingly high electric overhead line voltage through a voltage converter installed at the carried rail vehicle.
14. The rail guided rail vehicle carrier according to any one of claims 1-13 wherein the at least one drive unit (28) is selected from the group consisting of a combustion engine, a gasoline engine, a diesel engine, a gas turbine, a Sterling engine machine, or a combustion engine, electric or hydraulic or electro-hydraulic, feeding from the carried rail vehicle.
15. The rail guided rail vehicle carrier according to claim 2 wherein the self propelled rail vehicle carrier (1) has a construction length between the mechanical coupling connectors (10) of the front gate (7), which construction length is larger than the construction length of the carried rail vehicle (2) between the mechanical couplings (9), and wherein the carried rail vehicle (2), docked on the rail guided rail vehicle carrier (1), is only coupled at one of the mechanical coupling connectors (10) of the front gate (7), disposed at the front side (14), located in drive direction (25) and, wherein in case of a distance between the two mechanical coupling connectors (10), is equal to the construction length of the carried rail vehicle (2), then the carried rail vehicle (2) is coupled to both mechanical coupling connectors (10) of the two front gates (7).
16. The rail guided rail vehicle carrier according to any one of claims 1-15 wherein the self propelled rail vehicle carrier (1) comprises two rail vehicle carrier parts (1', 1") connected with a hinge connection (26), and wherein a vertical hinge axis of the hinge connection essentially coincides with a hinge axis of two automotively moving rail vehicles (2) hingedly coupled together.
17. The rail guided rail vehicle carrier according to claim 16 wherein the rails (17) of the track (16) are longitudinally shiftably supported in the rail vehicle carrier (1) and comprise two rail vehicle carrier track parts (1', 1").
18. The rail guided rail vehicle carrier according to claim 16 wherein the rails (17) are installed spatially fixed for the carried rail vehicle (2) on the connected rail vehicle carrier parts (1', 1"), wherein the rails (17) are subdivided in the region of the hinge connection (26) and at a distance from each other, the distance in straight position of the two connected rail vehicle carrier parts (1', 1") with an opened front gate (7) being bridged with an intermediate track piece, and wherein the intermediate track piece upon closing of the two front gates (7), shifts in one of the longitudinal directions of the rail vehicle carrier (1) by sideways movement, downwardly directed movement, and by swivelling.
19. The rail guided rail vehicle carrier according to claim 18 wherein the rails (17) of the carried rail vehicle (2) include, in the region of the hinge connection (26), supplemental rails adapted to supplement the rails on the rail carrier part wherein a length compensation of the track (16) is provided in the area of the hinge connection (26) when the vehicle is driven along a curve.
20. The rail guided rail vehicle carrier according to claim 1 wherein the carried rail vehicle (2) is equipped automotively, with one of an electrical drive through a current supply of an electrical overhead line (8) and combustion engines drive with electrical generators.
21. The rail guided rail vehicle carrier according to claim 1 wherein the carried automotively moving rail vehicle (2) is a multiple hinge drive wagon, with a narrow gauge track and with low floor wagons, for passenger transport.
22. The rail guided rail vehicle carrier according to claim 1 wherein the carried rail vehicle (2) is furnished with a heating system and the heating system is installed with a switching device for feeding braking current and excess traction current of the overhead line.
23. The rail guided rail vehicle carrier according to claim 1 characterized in that an auxiliary engineer's cab is installed on the rail vehicle carrier in the region of the at least one front gate (7).
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AT0063602U AT6477U1 (en) | 2002-09-25 | 2002-09-25 | SELF-DRIVING RAIL-MOUNTED RAIL VEHICLE CARRIER |
| ATGM636/2002 | 2002-09-25 | ||
| PCT/EP2003/010647 WO2004031014A1 (en) | 2002-09-25 | 2003-09-25 | Rail-mounted rail vehicle support |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2500314A1 CA2500314A1 (en) | 2004-04-15 |
| CA2500314C true CA2500314C (en) | 2011-12-13 |
Family
ID=28679325
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA2500314A Expired - Fee Related CA2500314C (en) | 2002-09-25 | 2003-09-25 | Rail-mounted rail vehicle support |
Country Status (9)
| Country | Link |
|---|---|
| EP (1) | EP1581419B1 (en) |
| JP (1) | JP2006500281A (en) |
| AT (2) | AT6477U1 (en) |
| AU (1) | AU2003282023A1 (en) |
| CA (1) | CA2500314C (en) |
| DE (2) | DE50309986D1 (en) |
| ES (1) | ES2307991T3 (en) |
| PL (1) | PL204801B1 (en) |
| WO (1) | WO2004031014A1 (en) |
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|---|---|---|---|---|
| JP5033491B2 (en) * | 2007-06-12 | 2012-09-26 | 北海道旅客鉄道株式会社 | Cross rail device |
| JP5033492B2 (en) * | 2007-06-12 | 2012-09-26 | 北海道旅客鉄道株式会社 | Cross rail device |
| JP5411554B2 (en) * | 2009-03-31 | 2014-02-12 | 北海道旅客鉄道株式会社 | freight train |
| JP5263535B2 (en) * | 2009-06-25 | 2013-08-14 | 近畿車輌株式会社 | Low floor vehicle connector installation structure |
| JP5778599B2 (en) * | 2012-02-22 | 2015-09-16 | 北海道旅客鉄道株式会社 | Method and apparatus for equalizing air spring pressure of railway freight car and railway freight car equipped with the same |
| US20160023668A1 (en) * | 2013-03-12 | 2016-01-28 | Shishir Shetty | Speed enhancing system using a moving base |
| CN113417693B (en) * | 2021-07-13 | 2023-06-13 | 晋能控股煤业集团同忻煤矿山西有限公司 | Safety migration method for mining fully-mechanized mining equipment under steep slope |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| BE362371A (en) * | ||||
| CH16928A (en) * | 1898-05-28 | 1899-02-28 | Gustave Orens | Electric transporter |
| CH17790A (en) * | 1898-10-01 | 1899-08-15 | Julien Dulait | Truck transporter on bogies |
| JPS569961U (en) * | 1979-07-04 | 1981-01-28 | ||
| JPS577753A (en) * | 1980-06-12 | 1982-01-14 | Fuji Heavy Ind Ltd | Railway rolling stock loading automobile |
| JPS5753726Y2 (en) * | 1980-08-25 | 1982-11-20 | ||
| JP2745204B2 (en) * | 1994-11-25 | 1998-04-28 | 奥信濃創業株式会社 | Transportation method and transportation equipment |
| DE19549277C2 (en) * | 1995-12-22 | 2000-11-30 | Dwa Deutsche Waggonbau Gmbh | Headpiece for freight wagons with a low loading area |
-
2002
- 2002-09-25 AT AT0063602U patent/AT6477U1/en not_active IP Right Cessation
-
2003
- 2003-09-25 DE DE50309986T patent/DE50309986D1/en not_active Expired - Fee Related
- 2003-09-25 PL PL376055A patent/PL204801B1/en not_active IP Right Cessation
- 2003-09-25 AT AT03773635T patent/ATE398059T1/en not_active IP Right Cessation
- 2003-09-25 WO PCT/EP2003/010647 patent/WO2004031014A1/en active IP Right Grant
- 2003-09-25 JP JP2004540697A patent/JP2006500281A/en active Pending
- 2003-09-25 DE DE20380257U patent/DE20380257U1/en not_active Expired - Lifetime
- 2003-09-25 EP EP03773635A patent/EP1581419B1/en not_active Expired - Lifetime
- 2003-09-25 CA CA2500314A patent/CA2500314C/en not_active Expired - Fee Related
- 2003-09-25 ES ES03773635T patent/ES2307991T3/en not_active Expired - Lifetime
- 2003-09-25 AU AU2003282023A patent/AU2003282023A1/en not_active Abandoned
Also Published As
| Publication number | Publication date |
|---|---|
| DE50309986D1 (en) | 2008-07-24 |
| EP1581419B1 (en) | 2008-06-11 |
| AU2003282023A1 (en) | 2004-04-23 |
| WO2004031014A1 (en) | 2004-04-15 |
| PL376055A1 (en) | 2005-12-12 |
| JP2006500281A (en) | 2006-01-05 |
| PL204801B1 (en) | 2010-02-26 |
| CA2500314A1 (en) | 2004-04-15 |
| ES2307991T3 (en) | 2008-12-01 |
| ATE398059T1 (en) | 2008-07-15 |
| DE20380257U1 (en) | 2005-03-24 |
| AT6477U1 (en) | 2003-11-25 |
| EP1581419A1 (en) | 2005-10-05 |
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