EP0506284A1

EP0506284A1 - A raisable roof in a railway wagon

Info

Publication number: EP0506284A1
Application number: EP92302297A
Authority: EP
Inventors: Olavi Mäenpää; Ari Lehto
Original assignee: TRANSTECH Ltd Oy
Current assignee: TRANSTECH Ltd Oy
Priority date: 1991-03-26
Filing date: 1992-03-17
Publication date: 1992-09-30
Also published as: FI87636B; FI87636C; FI911470A0

Abstract

The invention relates to a semi-fixed raisable roof structure in an automobile-carrying railway wagon, wherein a continuous roof (11) can be lifted upwardly in order to provide walking space and to arrange ventilation for the duration of the loading and unloading of the wagon. The lifting mechanisms comprise lever pairs (9) located at horizontal distances from each other in connection with the wagon walls, one (1) lever in each lever pair being mounted with a bearing to the wagon body (10) and to an end of the other lever, and this other lever (2) being mounted with a bearing to the said roof (11). In the lever pairs the turning axes of the three bearings (13, 4, 3) are parallel in each. The roof is in the open position (A) when the levers (1 and 2) of the lever pairs are in the extended position, and in the closed position (S) when the levers of the lever pairs are at an angle to each other. To guide the roof movement so as to be rectilinear, the mechanism comprises slide bars (20) and slide rails (21) and, for locking the roof, locking members.

Description

The invention relates to a semi-fixed raisable roof structure in an automobile-carrying railway wagon, wherein a continuous roof is at least in part capable of being lifted upwardly in order to provide walking space and to arrange ventilation for the duration of the loading and unloading of the wagon, the roof being linked by articulated control mechanisms to vertically moving means in order to lift the edges of the roof.
Efforts to make the transportation of automobiles maximally efficient lead to a requirement of increasing the length of railway wagons, in which case, owing to the requirements set by curves, the width of the wagon decreases. On the other hand, in order to increase the number of automobiles in each wagon, they are typically placed on two decks. If larger automobiles, such as vans, are to be transported, it is not possible to place them on two decks, in which case the upper transport deck must be made capable of being either lowered or removed. Especially when automobiles are transported on two decks, the walking space especially on the upper deck is low owing to the slant of the roof section of the covering, thus making it difficult for drivers to get out of and into the automobiles loaded in the wagon. Furthermore, because of the exhaust gases generated during loading and unloading, such an enclosed space is not healthy. Providing light is also a problem in automobile-carrying wagons having fixed coverings. However, the aim is to use covered wagons in the transport of automobiles in order both to avoid vandalism and to keep the automobiles cleaner.
Efforts have been made to solve partially the problems described above by using, for example, a covering the roof section of which can be lifted rectilinearly upwards by using vertical pneumatic cylinders. Thereby light and ventilation, as well as vertical space for walking, are obtained at least on the upper deck. However, such a roof tends to become heavy and expensive, or if an inexpensive and lightweight structure is the aim, the roof is in its open position vulnerable to wind forces and damage, for example owing to the risk of the cylinder piston arms bending. Pneumatic actuation is also relatively complicated and expensive.
Publication GB 2 101 548 discloses a goods wagon the covering structure of which is divided along the center line of the roof, and the wall-roof halves thus produced are turned about hinges located at the lower edges of the walls. This mechanism is not suitable for an automobile-carrying wagon, since the turning mechanism of the halves does not leave sufficient space for vehicles, especially not for their being driven through, and furthermore, this construction is also complicated and expensive.
Finnish patent application 896324 discloses a construction in which the roof is also divided along its center line, and the two sidewall-roof halves formed are moved outwardly and upwardly from the wagon for the duration of the loading. Although this construction is advantageous as such, it is, nevertheless, relatively expensive, and converting already existing wagon types to use it is difficult to implement.
Both of the constructions described in the publications referred to above have the further disadvantage that opening a covering which includes the wagon walls requires space on both sides of the wagon during loading and unloading, a factor which complicates operation in congested places.
Finnish patent application 903033 describes a construction in which only one longitudinal edge of the roof is lifted upwards from the corresponding wall of the wagon, while the opposite edge is hinged to the wall on its respective side. The lifting is effected, for example, by using bars. Since this construction provides the possibility of lifting only the side protected from the wind, while the other edge of the roof is firmly closed, the structure is sturdy even if it is made light in weight. However, precisely because of the taking into account of the direction of the wind, the use of the structure requires that the personnel make a judgement. Lifting the wrong edge, or inadvertently both edges if this is not prevented by the construction, may damage a lightweight mechanism.
Therefore it is an object of the present invention to provide for an automobile-carrying wagon such a roof structure that, by moving it, sufficient walking height is obtained for the drivers of automobiles and, on the other hand, sufficient ventilation can be provided for removing the exhaust gases. It is also an object of the invention to provide such a roof structure that the location of the station platform, the direction of the wind, and other similar factors need not be taken into account in connection with the lifting of the roof, and that there is always sufficient walking height on the upper deck at both edges of the wagon. A further object is a structure which, when opened, does not take up space outside the sides of the wagon. It is also an object of the invention to provide a roof structure which can be added to old wagons without unreasonable and expensive structural changes. In addition, it is an object of the invention to provide a roof structure which is simple, light in weight, and reliable in operation.
By the use of a semi-fixed raisable roof structure according to the invention, a crucial improvement is achieved with respect to the disadvantages described above and the objects defined can be attained. In order to accomplish this, the roof structure according to the invention is characterized in what is stated in the characterizing clause of Claim 1.
It can be deemed to be the most important advantage of the invention that, by using it, sufficient walking height on both sides and ventilation are achieved with a very simple and reliable construction which is also not sensitive to damage. The operation of a structure according to the invention does not require taking external conditions into account, and so its reliability is high. It is a further advantage of the invention that it can, at moderate cost, be taken into use also on old rolling stock.
The invention is described below in detail with reference to the accompanying drawings.
Figure 1 depicts a side elevation of a railway wagon which is equipped with a raisable roof structure according to the invention, shown with the exterior surface of the wagon side removed.
Figure 2 depicts a cross section through I-I of the railway wagon according to Figure 1 and illustrates the lifting mechanisms belonging to the roof structure according to the invention.
Figure 3 depicts a detail DET.1 of the roof-lifting mechanism of the railway wagon of Figure 1, with the exterior surface of the wagon side removed.
Figure 4 depicts a cross section through II-II of the railway wagon according to Figure 1 and illustrates the guide bars belonging to the raisable roof according to the invention.
Figure 1 depicts a diagrammatic side elevation of an automobile-carrying wagon according to the invention, which has an upwardly raisable roof 11, and Figure 2 depicts in general a cross section through I-I of this railway wagon. Figure 1 shows the wagon with the panels or equivalent, constituting the exterior surface of the side, removed in order to show more clearly the lifting mechanisms made up of lever pairs 9. The body 10 of the wagon comprises a floor 15 and side walls 19. The wagon in question, of course, includes wheel sets, bogies, etc., but since their types do not have an effect on the invention, they are not discussed here. The roof 11 of the wagon can be lifted as a whole and rectilinearly, i.e. all the edges 35 simultaneously, up to the open position A in order to provide walking space on the upper deck and to provide ventilation, as stated in the objects of the invention. The upper position 32b, i.e. the upper deck, and the lower position 32a of the driving deck can be seen in Figure 2. In Figure 1 the roof 11 is shown in the closed position S, the edges 35 of the roof resting on the upper edges 28 of the side walls 19 of the body 10. The positions, corresponding to this closed position S, of the lever pairs 9 according to the invention which effect the closing and respectively the opening of the roof are shown with dot-dash lines. In Figure 2 the roof 11 is depicted in the open position A, all of the edges 35 of the roof being at a sufficient vertical distance H from the upper edges 28 of the side walls. The positions, corresponding to this open position A, of the lever pairs 9 are shown in the figures with continuous lines. The changes of position of the lever pairs 9 are effected by moving means 14, which are actuated by an actuating device 18, and the movement of the roof during changes of position is guided by guide bars 20, 21 to make the movement rectilinear and to support the roof in the open position A in such a manner that a wind load will not cause bending in the lever pairs and thereby hamper their operation.
A lever pair 9 according to the invention is shown in detail in Figure 3 and thus includes two levers or arms, the first lever 1 and the second lever 2. The second ends 6 and respectively 8 of these levers 1 and 2 are linked to each other by a second bearing 4. The first end 5 of the first lever 1 is linked to the wagon body 10, and preferably at a suitable height to the wagon side wall 19, by a first bearing 13. This first bearing 13 is thus fixed in the wagon body, whereas the second bearing moves relative to the wagon body when the first and second levers 1, 2 move. The first end 7 of the second lever 2, for its part, is linked to the wagon roof 11 by a third bearing structure 3. These said bearings and bearing structures 13, 4, 3 work in the manner of hinges, and the turning axes of all three bearings are at least approximately parallel mutually, and parallel to the wagon floor 15. It is clear that, when both levers 1, 2 are in the extended position as continuations of each other, as shown by continuous lines in the figures, their vertical combined length is at its maximum, the edge 35 of the roof being at a vertical distance H from the upper edge 28 of the wall structure 19. The roof is thus in its raised open position A. When the second bearing 4 is being moved in direction DI, transverse to the levers 1 and 2 in their positions as continuations of each other, the distance between the first bearing 13 and the third bearing structure 3 decreases according to the principles of trigonometry, thus causing a lowering of the roof. When the angle α between the two levers 1 and 2 decreases to value α_S, the magnitude of which is dependent on the location of the first bearing 13 and the length of the arms of the levers 1, 2, the roof has settled in the said closed position S. In general it is advantageous to locate the first bearing approximately half-way up the wagon wall 19 and to select the lengths of the first lever 1 and the second lever 2 so as to be approximately equal or one lever to be slightly longer in order to simplify the roof locking, which will be discussed in greater detail below.
In the lever pairs the turning axes of the bearings 13, 4, 3 are also perpendicular to the side wall 19 concerned, as is evident from the figures, and they can thus be placed within the thickness W of the wall structures 19. In this case the lever pairs 9 do not take up any of the useful space inside the wagon and also do not protrude outwardly from the wagon wall when in the open position, any more than when in the closed position. Each railway wagon must have at least two lever pairs 9, preferably four pairs, two in each longitudinal wall C1, C2, as shown in Figure 1. In this case the roof 11 can be raised and lowered without disturbance, since tilting moments have been sufficiently eliminated. Of course it is also possible to use a higher number of lever pairs.
The structure additionally includes vertical slide bars 20 at distances parallel to the floor level 15 from each other in the wagon body 10 and preferably within the thickness W of its wall structure 19, and corresponding slide rails 21 protruding downwardly from the roof. The said vertical direction is perpendicular to the floor level of the wagon. The cross-sectional shapes of the slide bars and slide rails have been selected so that the slide rail 21 slides along the slide bar 20 to maintain the roof movement rectilinear during changes of position of the roof 11. The cross-sectional shape may be, for example, round, in which case a tubular slide rail slides inside a tubular slide bar. Other profile shapes can also be used. The slide bars and rails also render the structure strong against wind loads and other forces, since it is easy to obtain a sufficient length for the supporting surface between them, without an unreasonably robust structure. In order to obtain a functioning structure it is necessary to use in the wagon at least two barrail combinations. If these two slide bar-rail combinations are located so that one is close to one corner C1E1 of the wagon and the other in the diagonally opposite corner C2E2, and the lever pairs are located in the other diagonally opposite corners C2E1 and C1E2, C1, C2 denoting the two different sides of the wagon and E1, E2 denoting the two different ends of the wagon and the letter combinations denoting the intersections of the sides and the ends, a reasonably functional structure is obtained with the smallest number of components. Preferably, however, there are four bar-rail combinations, one in or close to each corner of the wagon. In such a case the four lever pairs are located two on each side C1 and C2 of the wagon, approximately so that the distances between the two lever pairs 9 in the direction of the wagon side are twice the distance of each from the nearest end E1 or E2.
To produce the turning movement described, the lever pairs 9 can be actuated by a motor or equivalent which generates a moment acting on one of the said bearings or bearing structures 13 or 4 or 3. It is, however, more advantageous to use moving means acting on the second bearing 4 or the second end 6 of the first lever or the second end 8 of the second lever, the direction of the action of the force of the moving means being perpendicular to the turning axis of the bearings 13, 4, 3 and, for example, approximately horizontal or respectively approximately parallel to the bisector of the angle α or its complementary angle 360°-α. Such moving means may be a hydraulic or pneumatic horizontal double-acting cylinder, a bar movable in some other way, such as a motor-driven rack, or most preferably a chain, cable 14, or equivalent.
Such a chain, cable or equivalent 14 thus departs from each second bearing 4 or its vicinity from the second ends 6, 8 in two substantially different directions D1 and D2, which are most preferably opposite directions, perpendicular to the length of the arms of the two levers 1, 2 which are continuations of each other in the open position A (directions D1_A and D2_A) and parallel to the bisector of angle α and its complementary angle 360°-α (directions D1_S and D2_S). Since the height of the second bearing 4 changes relative to the wagon body 10 during the raising and lowering movements, all of these conditions mentioned above cannot in general be realized in any respect precisely, at least not using simple constructions. They must therefore be regarded as constituting only guidelines and suggestive criteria. Their realization in full would indeed lead to the best use of energy but, in practice, in order to obtain a simple and reliable structure, compromises and approximate values must be settled for. It is evidently most important that, for initiating the opening or raising, the direction D2_S of the opening force in the closing position S is parallel to the bisector of the closing angle α_S. It should also be taken into account that the direction D2_A of the force which keeps the roof open should be in the said manner vertical in order to ensure that the roof remains open.
For locking the open position A, the moving means 14 are dimensioned to move the second bearing 4 between the second ends 6, 8 of the lever pairs 9 beyond the straightened position of the levers as seen from the closing position S, i.e. in direction D2_A, to the buckled position. In the wall structure 19 of the wagon body there is fitted a support 30, which may be, for example a vertical member secured to longitudinal struts and against which the second bearing 4 rests in order to prevent excessive dislocation. In this case the opening angle α_A is somewhat greater than 180°.
The arrangement described above can be implemented using pulleys 16, which are placed in the wagon wall structure 19 at sufficient horizontal distances L1, L2, L3 from each lever pair 9 in each opposite direction and at approximately the same height as the second bearings 4, as shown in Figure 1. In the embodiment according to the figures, cables 14 form a continuous loop and are led over the pulleys 16 and further to run to two reels 17 on each side C1, C2 of the wagon. The reels 17 are actuated by an actuating device 18, which in this case is made up of an electric motor 33a and a gear system 33b, 33c. In addition there is, as a back-up, a manual actuating device 34 consisting of a crank and a shaft. The tautness of a cable can be adjusted, for example, using a double-screw type tightener 31. It is clear that the pulleys may even directly serve as reels, or the suggested reels 17 can be replaced by additional pulleys over which the cable 14 runs to a reel commom to the whole wagon. The actuating device may, of course, also be a motor of some other type than an electric motor.
The mechanism described above serves as such to raise and lower the roof 11 and to lock it in the open position A. However, in a railway wagon the roof must also be locked in the closed position S, since otherwise the force of the airstream during travel or of wind may raise a closed roof. The locking may, of course, be effected using separate locking devices, but their use may, because of the human factor, be neglected, leading to breakage of the wagon or even accidents. According to the invention, the required locking of the roof is implemented by making of the third bearing structure 3, which links the first end 7 of the second lever 2 to the roof 11, a locking mechanism which operates automatically in connection with the closing of the roof. For this purpose, the bearing structure 3 comprises a locking plate 22, which has a fourth bearing 24 which links it to the roof 11, and a fifth bearing 25, which links it to the first end 7 of the second lever 2. The turning axes of both these bearings 24, 25 are parallel to the turning axes of the other bearings 4 and 13 of the lever pair 9 concerned. The fourth bearing 24 is located in the same direction from the fifth bearing 25 as is the second bearing 4 in the closed position S in relation to its open position A, i.e. in direction D1. That edge 26 of the locking plate which is parallel to the straight line interconnecting the fourth bearing 24 and the fifth bearing 25 and faces away from the levers 1 and 2 is straight. In alignment with each lever pair 9 the wagon roof 11 has an at least approximately horizontal stop surface 23 at a vertical distance above the fourth bearing 24, this distance being of the same magnitude as the distance of the straight edge 26 of the locking plate 22 from the straight line interconnecting the fourth and fifth bearings 24, 25. In this case the stop surface 23 in the roof will in the open position A bear, under the effect of the weight of the roof, on this straight edge 26 of the locking plate when the locking plate 22, turning about its bearings 24, 25, settles in a position in which the straight edge 26 is parallel to the stop surface 23. At this time the angle β between the stop surface 23 and the arm length of the second lever 2 is somewhat greater than 90°, thus securing the open position. The locking of the roof in the closed position S is effected by interaction between a curved groove 27 in the locking plate 22 and a locking pin 29 adjacent to the upper edge 28 of the wall structure 19 of the wagon body. The center of curvature of the curved groove 27 is in the area of the fourth bearing 24, and the groove extends from the edge opposite to the straight edge 26 of the locking plate to the vicinity of the fifth bearing 25. The locking pin is located at a point vertically downwards from the fourth bearing 24 towards the floor level 15 and in the transverse direction of the wagon within the wall thickness W in the area of the locking plate 22, but not of the levers 1, 2. When the roof 11 is lowered so that its edges 35 settle on the upper edges 28 of the walls of the body, and the cable 14 continues its movement in the closing direction D1_S, the second lever 2, by mediation of the fifth bearing 25, turns the locking plate 22 about the fourth bearing 24 so that the curved groove 27 will be pushed over the locking pin 29, thus preventing the roof from opening inadvertently when in its closed position S. When the roof 11 is being opened, at which time the cable 14 pulls the second bearing 4 in direction D2_S, the second arm 2, by mediation of the fifth bearing 25, pushes the locking plate 22 about the fourth bearing 24, causing the curved groove 27 to recede from over the locking pin 29. Only thereafter will the lever pair 9 begin to raise the roof 11 by mediation of the locking plate 22.
One preferred embodiment of the invention has been described above but, as can be observed even from the said alternative constructions, the invention is not limited to it but may vary within the scope of the patent claims. It should be noted in particular that the positions, lengths and proportions defined are only suggestive and preferred, but not absolutely precise requirements.

Claims

A semi-fixed raisable roof structure in an automobile-carrying wagon, wherein a continuous roof (11) can at least in part be lifted upwardly in order to provide walking space and to arrange ventilation for the duration of the loading and unloading of the wagon, the roof being linked via articulated control mechanisms to vertically moving means for raising the roof edges, characterized in that the said articulated control mechanisms comprise at least two lever pairs (9) located at substantially horizontal distances from each other and in connection with the wagon walls, in which lever pairs the first end (5) of one lever (1) is mounted with a bearing to the wagon body (10), its second end (6) to the second end (8) of the second lever, and the first end (7) of the second lever (2) to the said roof (11), so that in each lever pair the turning axes of the said three bearings (13, 4, 3) are mutually at least approximately parallel, in which case the roof will be in the raised open position (A) when the levers (1 and 2) of the lever pairs are in a substantially straightened position relative to each other, and in the lowered closed position (S) when the levers of the lever pairs are at an angle (α_S) relative to each other, and that the moving means (14) effecting this change of position are linked in the lever pairs to the arm part of the first lever (1) or the second lever (2), or alternatively to one of the said three bearing points (13, 4, 3).
A roof structure according to Claim 1, characterized in that all of the turning axes of the lever pairs are approximately parallel to the floor level (15) of the wagon; that in each lever pair (9) the first bearing (13), which links the first end (5) of the first lever (1) to the wagon body (10), is fixed in the body, the second bearing (4), which links the second ends (6, 8) of the levers to each other, is movable, and the third bearing structure (3), which links the first end (7) of the second lever (2) to the roof (11), is movable fixedly with the roof; and that the moving means (14) acts on the second bearing (4) or a point near it (6, 8) in a direction perpendicular to the turning axes of the said three bearings.
A roof structure according to Claim 2, characterized in that the said moving means is either a hydraulic or pneumatic power cylinder, an otherwise movable bar, or preferably a chain, cable or equivalent (14).
A roof structure according to Claim 3, wherein the moving means is a chain, cable, or equivalent, characterized in that this means (14) departs from each second bearing (4), or from its vicinity, in two substantially divergent directions (D1, D2), preferably in approximately opposite directions, that the means is thus controlled by pulleys (16), which are located at approximately the level of the second bearings (4) at a distance from each of them in both directions, in which case the means (14) in the said closed position (S) preferably constitutes the bisector of the angle (α_S) between the first and second levers (1 and 2), and in the open position (A) it is preferably approximately perpendicular to the levers (1, 2) which are positioned as continuations of each other, and that the said moving means is, via the pulleys (16), or via separate reels (17) at points subsequent to them, or via a common reel behind the additional pulleys subsequent to them, linked to an actuating device (18) which effects the said change of position.
A roof structure according to Claim 1 or 2, characterized in that the lever pairs (9) preferably number four, two positioned on each side (C1 and C2) of the wagon or close to the wagon ends (E1 and E2), and that these lever pairs are located within the thickness (W) of the wagon wall structure (19) in such a manner that the turning axes of the said three bearings (13, 4, 3) in each lever pair are substantially perpendicular to the wall (19) concerned.
A roof structure according to Claim 1, characterized in that the control mechanisms additionally comprise, in the wall structure (19) of the wagon body, at least two upright slide bars (20) at distances parallel to the wagon floor level (15) from each other and, in the roof (11), corresponding upright slide rails (21), which protrude downwardly from the roof to slide along the slide bars in the body, in order to guide the movement of the roof so as to be rectilinear in changes of position between its closed and open positions (S and A).
A roof structure according to Claim 6, characterized in that the slide bars (20) and corresponding slide rails (21) preferably number four, one close to each wagon corner (C1E1, C1E2, C2W1, C2E2), and that their vertical direction is substantially perpendicular to the floor level (15) of the wagon.
A roof structure according to Claim 1, characterized in that the third bearing structure (3) linking the first end (7) of the second lever (2) to the roof comprises a locking plate (22) which contains a fourth bearing (24) linking it to the roof and a fifth bearing (25) linking it to the first end (7) of the second lever, the turning axes of both these bearings (24 and 25) being parallel to the turning axes of the other bearings (4, 13) of the lever pair concerned and the locking-plate edge (26) between the bearings being straight, that in the roof section the stop surface (23) is at such a vertical distance above the fourth bearing (24) that this straight edge (26) bears, under the weight of the roof (11), against the stop surface (23) and that the locking plate (22) has a curved groove (27) the center of curvature of which is in the area of the fourth bearing (24) and which extends from the edge opposite to the straight edge (26) to the vicinity of the fifth bearing.
A roof structure according to Claim 8, characterized in that the fourth bearing (24) is in the same direction (D1) from the fifth bearing (25) as is the second bearing (4) in the closed position (S) as seen from its open position (A), and that at the upper edge (28) of the wagon body (10) there is a locking pin (29) located vertically downwards from the fourth bearing, which vertical direction is perpendicular to the floor level (15) of the wagon, in which case, when the edges (35) of the roof have been lowered onto the upper edges (28) of the sides of the body and as the moving means (14) continues the closing movement in the closing direction (D1_S), the second lever (2) turns, by mediation of the fifth bearing (25), the locking plate (22) about the fourth bearing (24) in such a manner that the curved groove (27) will be pushed over the locking pin (29), thus preventing the roof (11) from opening inadvertently when in the closed position (S).
A roof structure according to any of the above claims, characterized in that, for locking the open position (A), the moving means (14) are dimensioned to move the second bearing (4) between the second ends of the lever pair (9) beyond the straightened position of the levers, as seen from the closed position (S), to the buckled position, in which the opening angle (α_A) is greater than 180°, that the wagon body has a support (30) against which this second bearing rests at this time in order to prevent excessive dislocation and, at the same time, at the fifth bearing (25) the angle (β) between the roof (11) stop surface (23) and the arm length of the second lever (2) is somewhat greater than 90° in order to achieve a stable open position (A).