EP1067034A1 - Rolling railway equipment, especially for the transport of road vehicles - Google Patents
Rolling railway equipment, especially for the transport of road vehicles Download PDFInfo
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- EP1067034A1 EP1067034A1 EP00114353A EP00114353A EP1067034A1 EP 1067034 A1 EP1067034 A1 EP 1067034A1 EP 00114353 A EP00114353 A EP 00114353A EP 00114353 A EP00114353 A EP 00114353A EP 1067034 A1 EP1067034 A1 EP 1067034A1
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- railway equipment
- rolling
- blades
- rolling railway
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/16—Wagons or vans adapted for carrying special loads
- B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
- B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
- B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type
Definitions
- the present invention relates to rolling railway equipment, in particular for the transport of heavy road vehicles, comprising a set of wagons, in particular platform wagons provided with means for rolling on rails and interconnected by coupling means.
- the loading template has a minimum height of 6 meters in the United States and the railways do not have catenaries, which which makes the railway infrastructure particularly well suited to the concept rail-road, since it does not require any modification or adaptation for the concept can be implemented with existing road vehicles.
- the cross-channel tunnel has a gauge of 5.5 meters and the rolling stock includes platform wagons fitted with two bogies of the Y25LD type and whose height at the rail is 1100 mm.
- the gauge is high enough to allow the loading of all the types of heavy vehicles currently in circulation and to authorize in addition to the presence of transverse beams which constitute a superstructure rustic protecting the load against falling catenary.
- the gauge In Germany the gauge is 4.65 meters.
- the wagons likely to be used as part of a rail-road transport concept should have a platform height of 600 mm from the rail, which involves wheels 470 mm in diameter and imposes bogies with four axles to allow the loading of trucks with a maximum tare of 4040 mm at the top of their flag, in accordance with European directive CE 09/93.
- This template known under the reference UIC506GC is unfortunately only available Germany and some countries in northern and eastern Europe.
- the object of the present invention is to overcome the drawbacks of the known equipment and to provide a technically feasible solution and economically advantageous, can be implemented quickly without impose new regulatory restrictions on road vehicles, or additional boreholes over 1.3 meters in height of tunnels and works, which would prove ruinous and necessarily punctual.
- a another object of the invention is to propose a universal concept allowing the putting the ⁇ rail motorway en into practice across Europe, in other words, a trans-European bimodal solution.
- the wagon guiding functions on the rails are completely separated from the rolling elements, which in particular makes it possible to simplify the construction of the casters, reduce their diameter and lower the wagon loading platforms.
- the rollers are mounted freewheeling on the blades of the rolling means.
- the cars have also braking means independent of the rolling means, said braking means comprising longitudinal movable pads, arranged in line with the rollers, in the space between two blades contiguous, substantially parallel to the rails.
- the lower part of the blades of the rolling means located below the bearing surface of the rollers on the rails is arranged to constitute the means for lateral and longitudinal guidance of wagons and has a variable evolution profile.
- the movable pads are fitted with brake linings arranged to cooperate with the head of the rail head. Therefore, the braking force is applied directly to the rails and not to the casters, which prevents them from overheating when braking and eliminates the risk of the wheels rolling in, especially in wet weather.
- said pads are arranged over a relatively large distance so that the heating resulting from braking can dissipate easily, which does not might not be the case if braking was designed in a conventional way on small diameter wheels.
- each wagon has a rigid structure not suspended carrying at least two blades provided with rollers as well as said coupling means, and a suspended structure, without connection with the others wagons, designed to carry in particular road vehicles of the weight type heavy.
- each wagon can have at least two rigid unsprung structures each carrying at least two blades, and a suspended structure carrying said coupling means, arranged for carry in particular road vehicles of the heavy goods type.
- the blades and the unsprung structure are linked by assembly means arranged to allow differential angles of pitch or yaw between the blades respectively arranged on each side of the wagons.
- said assembly means comprise at least one profile of support associated with each blade of the rolling means and with the structure not suspended by means of juxtaposed plates.
- said braking means of each wagon are associated with said suspended structure and, for each wagon, the suspended structure is coupled to the unsprung structure by means pneumatic suspension.
- the pneumatic suspension means preferably comprise at least an air cushion associated with pressurizing means. Therefore, the suspension only applies to the load transported, called chargeable charge, and the unsprung, very rigid structure ensures continuity, without lag vertical due to suspension, especially longitudinal forces and carrying isostatic of the overall rail load.
- said means of placing under pressure are arranged to lift the suspended structure in a way sufficient compared to the unsprung structure to clear the pads movable braking means of the upper part of the mushroom rails, when the braking means are deactivated and to lower said structure suspended sufficiently in relation to the structure not suspended, under the effect of the load, in particular of weight-type vehicles heavy, to bring the movable pads of the braking means into contact with said upper part of the rail head, when these means of braking are activated. Therefore, the braking force is applied directly by the payload itself, via the brake pads brought to bear on the rails, and the braking control, by vacuum of the air cushion, can be made safer and more efficient while being considerably simplified.
- the periodicity or longitudinal distance between two contiguous slats is advantageously between 1 and 10 meters and preferably between 1.3 and 3.5 meters.
- This periodicity which is considerably reduced compared to conventional dimensions usually between 6 and 20 meters, is preference equal to 2.85 meters or 1.425 meters and allows, by the effects that it induces, to increase by around 10% the number of trucks transported for a train conventionally limited to 750 meters in length and with two locomotives and two passenger cars.
- the rollers independent each have a rim tightened on an outer ring at least one bearing having an inner ring slidably mounted on a rocket rigidly attached to the corresponding blade.
- the rollers each have two non-sealing seals. turns provided with lips which rub on the lateral faces of the ring outside of the bearing.
- the rim can be either of the monobloc type, or made in two coaxial parts made integral with one another.
- This construction casters has the advantage of ensuring economical maintenance and guarantee a long service life thanks to the absence of a flange. These casters allow radial wear twice as great as for a conventional wheel without requiring a renovation of the wheel profile, commonly called ⁇ Reprofiling ⁇ .
- the rolling railway equipment 10 is consists of wagons 11 articulated to each other so as to constitute a continuous floor that allows online loading including vehicles heavy road vehicles 12.
- the vehicles concerned are in particular semi-trailers five-axle ( Figure 1A), six-axle semi-trailers (Figure 1B), six-axle road trains (Figure 1C), and semi-trailers short five-axle ( Figure 1D), which make up the large majority of road transport vehicles currently used, in particular in Europe.
- Road vehicles 12 and wagons 11 are shown in the scale. As the figures show, road vehicles span several successive wagons, which is made possible by the fact that these wagons, harnessed to each other, form a large platform keep on going.
- the wagons 11 are coupled to each other by coupling means 9 which are illustrated in more detail in FIG. 7.
- the wagons are provided, at each of their ends, with rolling means 13.
- the rolling means are n + 1 , n being the number of wagons.
- each of the rolling means 13 is assigned to two contiguous wagons, except of course at the end of the train. This method of coupling the cars is particularly advantageous because of the anti-tip safety of the cars following a derailment.
- the rolling means 13 each comprise a blade 14 provided with at least one pair of independent rollers 15 arranged in line and mounted freewheeling on this blade.
- the blades 14 therefore have a first function of supporting the rollers 15. They also have a second longitudinal and lateral guiding function for wagons 11 with respect to the rails, a function which will be described in more detail in reference to Figures 6A and 6B. Between two blades 14 corresponding to rolling means 13 of the same wagon, a braking system is provided 16 which has the distinction of being independent of the casters 15. This system will described in more detail with reference to Figure 4B.
- Each wagon 11 is composed of a rigid unsprung structure 17, represented in perspective view by FIG. 3A and partially in section by the FIG. 3B, and of a suspended supporting structure 18, shown seen in perspective by FIG. 4A and partially in section by FIG. 3B. Both respectively suspended and unsprung structures are linked together by pneumatic suspension means 19 shown in perspective by fig 3A and in section by figure 3B.
- the rigid unsprung structure 17 carries two blades 14 as well as said coupling means 9 in the form of spherical type couplings, and the suspended structure 18, which is arranged to carry the road vehicles 12, has no connection with the other wagons.
- the wagons are of the "isolated" type.
- the wagons may include at least two rigid, unsprung structures, each comprising at least two blades, and a structure suspended provided with coupling means in the form of couplings of the pseudo-spherical type.
- the rigid unsprung structure 17 comprises a central chassis in the form of longitudinal beam 20, the ends of which carry the coupling means 9 wagons 11, and which comprises near one of its ends two lateral supports 21 to which the blades 14 carrying the rollers 15 are fixed.
- the beam 20 also carries the pneumatic suspension means 19 made for example in the form of cushions 22.
- these cushions 22 have a circular shape and are among three per car. The invention is not limited either by the shape of the cushions or by their number which can vary from one construction to another.
- FIG. 3B illustrates an advantageous embodiment of the cushions 22, placed in context, namely between the rigid unsprung structure 17 and the suspended structure 18.
- These cushions 22 have two flanges rigid circulars 23 and 24, preferably made of steel, assembled by a flange substantially toroidal 25 of rubber, the sides of which are crimped in sidewalls 26a, 26b respectively integral with the suspended structure 18 and of the unsprung structure 17.
- An anti-crushing pad 27 is disposed between the lower flange 24 and the upper surface of the unsprung structure 17.
- Stroke limitation pins 28 are arranged on the periphery of the cushion 22 to prevent excessive relative displacement of the structure suspended 18 relative to the unsprung structure 17.
- sidewall 26a with suspended structure 18 is made by means of threaded rods crossing the latter, which has the form of a plateau or a platform streamlined.
- the attachment of the sidebands 26b and the rigid unsprung structure 17 is made by means of threaded rods passing through the central chassis in the form of longitudinal beam 20.
- the cushions 22 are connected to means for placing under pressure 29 which can be formed, as illustrated by the figure 4A, by the general conduct of the train, which is integral with the locomotive or, in one in another variant not shown, by independent means of this line and arranged on each wagon.
- the suspended structure 18 consists of a platform having an ⁇ profile, of which the central part 18a, raised by relative to the lateral parts 18b, is supported by the cushions 22 of the pneumatic suspension means 19. Between two lateral parts 18b adjoining the suspended structure, there are the lateral supports 21 which ensure the continuity of the surface of wagons carrying heavy vehicles.
- This reduction in the values of the periodicity makes it possible, on the one hand, to lower the wagons considerably and reach a loading height preferable from 150 mm to 200 mm with respect to the rail for application to rail-road transport of trucks with a height of around 4 meters.
- it reduces the vertical construction arrow games in anticipation of passage on the concave or convex bumps of the tracks. It also allows to reduce the vertical clearance of construction of the static elastic boom which is legally limited to 3/1000 of the frequency between the means of rolling.
- it allows a better statistical distribution of the axes turning of road vehicles. This last advantage leads to a an increase of around 10% in the number of vehicles transported by compared to a known system whereby a loading platform corresponds to a single truck or to a system whereby two platforms load correspond to a truck.
- FIG. 4B is a partial section view illustrating the braking system 16.
- This system essentially consists of longitudinal iron shoes 30, arranged in alignment with the rollers 15, in the space which separates two contiguous blades 14, substantially parallel to the rail.
- These skates have preferably an I shape, and have a central branch 31 disposed substantially vertically, an upper transverse branch 32 and a lower transverse branch 33.
- These pads 30 are fixed by their branch transverse upper 31 to the suspended structure.
- the transverse branch lower 33 is provided with a suitable brake lining 34 which is made secured to the lower surface of this branch by a bonding technique autogenous.
- This lining 34 is arranged to cooperate directly with the upper surface of the head of a rail 35.
- the braking system 16, that is to say the pad 30 fitted with the brake lining 34 is fixed to the part side 18b of the platform in ⁇ forming the suspended structure 18 at means of pins 36.
- braking is done when the suspended structure 18 descends so as to bring the brake lining 34 into contact with the rail 35. This displacement takes place following a sufficient lowering of this structure suspended due to deflation of the cushions 22 of the suspension means tires 19.
- the braking force is applied by gravity and depends on the load carried by the suspended structure. In case at low load, the braking force is lower than under load heavy. However, this force is sufficient to ensure effective braking wagons, regardless of the load carried. It is at least equal to the force due to the own weight of the suspended structure when the wagons run empty.
- the wheel 15 comprises a stepped rocket 40 hooped in the blade 14 and sealed by a plug 41 secured to this blade.
- Two bearings 42 and 43 are mounted on the rocket stepped 40 and serve as a support for the rim 44 of the rollers 15, of form slightly frustoconical, which is supported on the rails.
- Bearings 42 and 43 are of the asymmetrical inner flange type. Their inner ring is slippery and their outer ring is tight.
- An outer hat 45 compatible with existing track brakes, is fixed to the rocket 40 by means of countersunk bolts 46.
- a ring serving as a spacer 47 is disposed between the blade 14 and the bearing 43.
- Two lip seals, respectively 48 and 49, are mounted in such a way that the lips rub against the outer rings bearings.
- the outer rim 44 is of the one-piece type. In the construction illustrated in FIG. 5B, this outer rim 44 is made in two parts linked by autogenous bonding in the factory, part 44a outer part which is in contact with the rail, an inner part 44b which is in contact with bearings 42 and 43 and a layer 44c of junction between the two parts 44a and 44b.
- the other elements are identical and, therefore, keep the same reference numbers.
- FIGS. 6A and 6B are respectively front and sectional views of the means of assembling the blade 14 carrying the rollers 15 to the non-structure suspended 17 and guide means provided on this blade.
- Blade 14 is integral with the unsprung structure 17 of the wagons in such a way that it is relatively flexible in rotation about the Z axis, perpendicular to the loading surface of the wagons, for passing in curves, and relatively flexible in rotation around the Y axis, transverse to the wagons, for bumps.
- This flexibility is obtained by example by fixing by means of two juxtaposed plates 50 and 51 of which the upper ends are secured, between two rollers 15, supports side 21 of the unsprung structure 17 and whose lower ends are fixed to a support profile 52 integral with the blade 14 and disposed above of the bearing surface of the rollers 15.
- the dimensions and the positioning of these elements are defined so that the bottom 14a of the blade is about thirty millimeters below the level of the contact surface between the caster 15 and the rail 35 in order to define means of car guidance.
- the blade 14 is provided with a profile variable evolution.
- the fixing of the plates 50 and 51 to the supports 21 of the unsprung structure 17 is preferably done by means of screws or bolts rather than by means of welds, to make these components removable and thus facilitate the maintenance.
- FIG. 7 represents a sectional view of an embodiment of the coupling means 9 of the contiguous wagons 11.
- These coupling means are are in the form of a spherical shock and traction coupling 60 comprising a male part 61 integral with one end of the structure not suspended 17 from a first wagon and a female part 62 secured to a adjacent end of the unsprung structure of a second car.
- the male part has a stepped hooped or welded shaft which is engaged in the female part 62 comprising a radial ball 63 which ensures the transmission of longitudinal and transverse forces, and a ball joint axial 64 which ensures the transmission of vertical forces.
- the centers of rotation of the radial ball joint 63 and the axial ball joint 64 are combined.
- This embodiment of such equipment makes it possible to take into account problems related to truck traffic by having equipment which, without any modification of the rail network infrastructure, is compatible with existing templates from several countries
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Abstract
Description
La présente invention concerne un équipement ferroviaire roulant, notamment pour le transport de véhicules routiers lourds, comportant un ensemble de wagons, en particulier de wagons à plates-formes pourvus de moyens de roulement sur des rails et reliés entre eux par des moyens de couplage.The present invention relates to rolling railway equipment, in particular for the transport of heavy road vehicles, comprising a set of wagons, in particular platform wagons provided with means for rolling on rails and interconnected by coupling means.
Le concept de transport de marchandises couramment appelé 〈〈rail-route〉〉 est tributaire de paramètres qui diffèrent selon les pays. Diverses solutions ont été mises en oeuvre ou envisagées. Actuellement aucune de ces solutions n'est universelle et chacune correspond à un compromis lié à l'environnement dans lequel elle est appliquée ou destinée à être appliquée.The concept of freight transport commonly called 〈〈rail-route〉〉 is dependent on parameters which differ from country to country. Various solutions have been implemented or planned. Currently none of these solutions are universal and each corresponds to a compromise linked to the environment in which it is applied or intended to be applied.
A titre d'exemple, le gabarit de chargement a une hauteur minimale de 6 mètres aux Etats Unis et les voies ferrées ne comportent pas de caténaires, ce qui rend l'infrastructure ferroviaire particulièrement bien adaptée au concept rail-route, puisqu'elle ne nécessite aucune modification ou adaptation pour que le concept puisse être mis en oeuvre avec les véhicules routiers existants.For example, the loading template has a minimum height of 6 meters in the United States and the railways do not have catenaries, which which makes the railway infrastructure particularly well suited to the concept rail-road, since it does not require any modification or adaptation for the concept can be implemented with existing road vehicles.
Le tunnel transmanche a un gabarit de 5,5 mètres et le matériel roulant comporte des wagons à plateaux équipés de deux bogies du type Y25LD et dont la hauteur au rail est de 1100 mm. Malgré l'équipement en caténaires des lignes, le gabarit est suffisamment haut pour permettre le chargement de tous les types de véhicules lourds actuellement en circulation et pour autoriser en outre la présence de poutrelles transversales qui constituent une superstructure rustique protégeant le chargement contre une chute de caténaire.The cross-channel tunnel has a gauge of 5.5 meters and the rolling stock includes platform wagons fitted with two bogies of the Y25LD type and whose height at the rail is 1100 mm. Despite the catenary equipment lines, the gauge is high enough to allow the loading of all the types of heavy vehicles currently in circulation and to authorize in addition to the presence of transverse beams which constitute a superstructure rustic protecting the load against falling catenary.
En Allemagne le gabarit est de 4,65 mètres. Les wagons susceptibles d'être utilisés dans le cadre d'un concept de transport rail-route devraient avoir une hauteur de plateau de 600 mm par rapport au rail, ce qui implique des roues de 470 mm de diamètre et impose des bogies à quatre essieux pour permettre le chargement de camions ayant au maximum 4040 mm en tare au sommet de leur pavillon, conformément à la directive européenne CE 09/93. Ce gabarit connu sous la référence UIC506GC n'est malheureusement disponible qu'en Allemagne et dans certains pays du nord et de l'est de l'Europe.In Germany the gauge is 4.65 meters. The wagons likely to be used as part of a rail-road transport concept should have a platform height of 600 mm from the rail, which involves wheels 470 mm in diameter and imposes bogies with four axles to allow the loading of trucks with a maximum tare of 4040 mm at the top of their flag, in accordance with European directive CE 09/93. This template known under the reference UIC506GC is unfortunately only available Germany and some countries in northern and eastern Europe.
En France, le gabarit le plus généreux dont on dispose est le gabarit de référence UIC506GB1 dont la hauteur pour un pavillon d'une largeur de 2550 à 2600 mm est de 4180 mm au rail. La solution allemande n'est donc pas applicable en France, car elle conduirait à ne transporter que des véhicules routiers ayant au plus une hauteur de 3580 mm. Ces véhicules sont très rares et ne présentent pas d'intérêt économique.In France, the most generous size available is the size of reference UIC506GB1 whose height for a pavilion with a width of 2550 to 2600 mm is 4180 mm at the rail. The German solution is therefore not applicable in France, because it would only transport vehicles road haulers up to a height of 3580 mm. These vehicles are very rare and are not of economic interest.
Dans les Alpes, c'est-à-dire dans le sud de l'Allemagne, en Suisse, dans le nord de I'Italie et en Autriche, on est tributaire de gabarits sensiblement équivalents à ceux de la France. Ces gabarits sont connus sous la référence UIC506GA. Les wagons conçus dans ce contexte comportent un plateau situé à 430 mm du rail, sont assez compliqués et sont équipés de deux bogies à quatre essieux avec des roues de 360 mm de diamètre. Les camions pouvant être chargés sur ces plateaux ont une hauteur maximale de 3450 mm. Le système bénéficie d'une dérogation journalière permanente car les camions débordent d'environ 100 mm dans les coins. Cette solution essentiellement générée par l'interdiction de traverser la Suisse par voie routière pour les véhicules de plus de 28 tonnes en charge, a abouti de facto à deux conséquences:
- très peu de camions empruntent cette 〈〈 route roulante 〉〉 étant donné que la plupart des véhicules lourds ont une hauteur supérieure à 3500 mm, de sorte que l'équilibre économique du système n'est assuré que grâce à des subventions
- l'essentiel du flux du transport routier sur l'axe nord-sud dérive vers la France par la Savoie et vers l'Autriche par le col du Brenner.
- very few trucks use this 〈〈 rolling road 〉〉 since most heavy vehicles have a height of more than 3500 mm, so that the economic balance of the system is only ensured thanks to subsidies
- most of the road transport flow on the north-south axis drifts to France via Savoy and to Austria via the Brenner Pass.
Cette analyse démontre clairement qu'aucune des réalisations connues ni aucun des projets envisagés n'apporte actuellement une solution satisfaisante techniquement et économiquement acceptable au problème de la régulation du flux de marchandises qui, pour des raisons diverses, est, pour l'essentiel, assuré par la route, la tendance étant d'opter pour le 〈〈 tout autoroute 〉〉 précisément en raison de l'absence d'une autre solution avantageuse.This analysis clearly demonstrates that none of the known achievements nor none of the projects envisaged currently provides a satisfactory solution technically and economically acceptable to the problem of regulating the flow of goods which, for various reasons, is essentially insured by road, the trend being to opt for the "all highway" precisely because of the absence of another advantageous solution.
Le but de la présente invention est de pallier les inconvénients des équipements connus et d'apporter une solution techniquement faisable et économiquement avantageuse, pouvant être mise en oeuvre rapidement sans imposer de nouvelles restrictions réglementaires aux véhicules routiers, ni forages supplémentaires de plus de 1,3 mètres en hauteur des tunnels et des ouvrages, ce qui se révélerait ruineux et forcément ponctuel. En outre, un autre but de l'invention est de proposer un concept universel permettant la mise en pratique de 〈〈 l'autoroute ferroviaire 〉〉 à travers toute l'Europe, en d'autres termes une solution bimodale transeuropéenne.The object of the present invention is to overcome the drawbacks of the known equipment and to provide a technically feasible solution and economically advantageous, can be implemented quickly without impose new regulatory restrictions on road vehicles, or additional boreholes over 1.3 meters in height of tunnels and works, which would prove ruinous and necessarily punctual. In addition, a another object of the invention is to propose a universal concept allowing the putting the 〈〈 rail motorway en into practice across Europe, in other words, a trans-European bimodal solution.
Ce but est atteint par un équipement ferroviaire tel que décrit en préambule, caractérisé en ce que lesdits moyens de roulement comportent des paires de lames pourvues de roulettes indépendantes disposées en ligne et des moyens de guidage longitudinal et latéral indépendants desdites roulettes et ménagés sur lesdites lames, et en ce que lesdits moyens de couplage comportent des accouplements sphériques ou pseudo-sphériques agencés pour constituer des attelages de choc et de traction.This goal is achieved by rail equipment as described in the preamble, characterized in that said rolling means comprise pairs of blades provided with independent rollers arranged in line and means independent longitudinal and lateral guidance of said rollers and formed on said blades, and in that said coupling means comprise spherical or pseudo-spherical couplings arranged to constitute shock and traction couplings.
De ce fait, les fonctions de guidage des wagons sur les rails sont totalement dissociées des éléments de roulement, ce qui permet notamment de simplifier la construction des roulettes, de réduire leur diamètre et de surbaisser les plates-formes de chargement des wagons.As a result, the wagon guiding functions on the rails are completely separated from the rolling elements, which in particular makes it possible to simplify the construction of the casters, reduce their diameter and lower the wagon loading platforms.
Selon ce mode de réalisation préféré, les roulettes sont montées en roue libre sur les lames des moyens de roulement. En outre, les wagons comportent également des moyens de freinage indépendants des moyens de roulement, lesdits moyens de freinage comportant des patins mobiles longitudinaux, disposés dans l'alignement des roulettes, dans l'espace qui sépare deux lames contiguës, sensiblement parallèlement au rails Ces mesures permettent de dissocier la fonction du freinage de la fonction de roulement, ce qui contribue également à réduire le diamètre des roulettes et, par conséquent, à surbaisser les plates-formes de chargement.According to this preferred embodiment, the rollers are mounted freewheeling on the blades of the rolling means. In addition, the cars have also braking means independent of the rolling means, said braking means comprising longitudinal movable pads, arranged in line with the rollers, in the space between two blades contiguous, substantially parallel to the rails These measures allow separate the braking function from the rolling function, which contributes also to reduce the diameter of the rollers and, therefore, to lower loading platforms.
De façon avantageuse, la partie inférieure des lames des moyens de roulement se trouvant en dessous de la surface d'appui des roulettes sur les rails est agencée pour constituer les moyens de guidage latéral et longitudinal des wagons et comporte un profil à évolution variable.Advantageously, the lower part of the blades of the rolling means located below the bearing surface of the rollers on the rails is arranged to constitute the means for lateral and longitudinal guidance of wagons and has a variable evolution profile.
De préférence, les patins mobiles sont équipés de garnitures de freins agencés pour coopérer avec la tête du champignon des rails. De ce fait, la force de freinage est appliquée directement sur les rails et non sur les roulettes, ce qui évite la surchauffe de ces dernières au freinage et supprime les risques d'enrayage des roulettes, notamment par temps humide. En outre, lesdits patins sont disposés sur une distance relativement grande pour que l'échauffement qui résulte du freinage puisse se dissiper aisément, ce qui ne pourrait pas être le cas si le freinage était conçu de manière classique sur des roues de faible diamètre.Preferably, the movable pads are fitted with brake linings arranged to cooperate with the head of the rail head. Therefore, the braking force is applied directly to the rails and not to the casters, which prevents them from overheating when braking and eliminates the risk of the wheels rolling in, especially in wet weather. In addition, said pads are arranged over a relatively large distance so that the heating resulting from braking can dissipate easily, which does not might not be the case if braking was designed in a conventional way on small diameter wheels.
D'une manière préférentielle, chaque wagon comporte une structure rigide non suspendue portant au moins deux lames pourvues de roulettes ainsi que lesdits moyens de couplage, et une structure suspendue, sans liaison avec les autres wagons, agencée pour porter notamment les véhicules routiers du type poids lourds.Preferably, each wagon has a rigid structure not suspended carrying at least two blades provided with rollers as well as said coupling means, and a suspended structure, without connection with the others wagons, designed to carry in particular road vehicles of the weight type heavy.
Dans une variante de réalisation, chaque wagon peut comporter au moins deux structures rigides non suspendues portant chacune au moins deux lames, et une structure suspendue portant lesdits moyens de couplage, agencée pour porter notamment les véhicules routiers du type poids lourds. In an alternative embodiment, each wagon can have at least two rigid unsprung structures each carrying at least two blades, and a suspended structure carrying said coupling means, arranged for carry in particular road vehicles of the heavy goods type.
De façon avantageuse, les lames et la structure non suspendue sont liées par des moyens d'assemblage agencés pour autoriser des angles différentiels de tangage ou lacet entre les lames respectivement disposées de chaque côté des wagons.Advantageously, the blades and the unsprung structure are linked by assembly means arranged to allow differential angles of pitch or yaw between the blades respectively arranged on each side of the wagons.
De préférence lesdits moyens d'assemblage comprennent au moins un profilé de support associé à chaque lame des moyens de roulement et à la structure non suspendue par l'intermédiaire de plaques juxtaposées.Preferably said assembly means comprise at least one profile of support associated with each blade of the rolling means and with the structure not suspended by means of juxtaposed plates.
Dans le mode de réalisation préféré, lesdits moyens de freinage de chaque wagon sont associés à ladite structure suspendue et, pour chaque wagon, la structure suspendue est couplée à la structure non suspendue par des moyens de suspension pneumatiques.In the preferred embodiment, said braking means of each wagon are associated with said suspended structure and, for each wagon, the suspended structure is coupled to the unsprung structure by means pneumatic suspension.
Les moyens de suspension pneumatiques comportent de préférence au moins un coussin d'air associé à des moyens de mise sous pression. De ce fait, la suspension ne s'applique qu'à la charge transportée, appelée charge payante, et la structure non suspendue, très rigide, assure la continuité, sans décalage vertical dû à la suspension, des efforts surtout longitudinaux et le portage isostatique de la charge globale au rail.The pneumatic suspension means preferably comprise at least an air cushion associated with pressurizing means. Therefore, the suspension only applies to the load transported, called chargeable charge, and the unsprung, very rigid structure ensures continuity, without lag vertical due to suspension, especially longitudinal forces and carrying isostatic of the overall rail load.
Selon un mode de réalisation avantageux, lesdits moyens de mise sous pression sont agencés pour soulever la structure suspendue d'une manière suffisante par rapport à la structure non suspendue pour dégager les patins mobiles des moyens de freinage de la partie supérieure du champignon des rails, lorsque les moyens de freinage sont désactivés et pour abaisser ladite structure suspendue de manière suffisante par rapport à la structure non suspendue, sous l'effet de la charge notamment des véhicules de type poids lourds, pour amener les patins mobiles des moyens de freinage en contact avec ladite partie supérieure du champignon des rails, lorsque ces moyens de freinage sont activés. De ce fait, la force de freinage est appliquée directement par la charge payante elle-même, par l'intermédiaire des patins de freinage amenés en appui sur les rails, et la commande du freinage, par dépression du coussin d'air, peut être rendue plus sûre et plus efficace tout en étant considérablement simplifiée.According to an advantageous embodiment, said means of placing under pressure are arranged to lift the suspended structure in a way sufficient compared to the unsprung structure to clear the pads movable braking means of the upper part of the mushroom rails, when the braking means are deactivated and to lower said structure suspended sufficiently in relation to the structure not suspended, under the effect of the load, in particular of weight-type vehicles heavy, to bring the movable pads of the braking means into contact with said upper part of the rail head, when these means of braking are activated. Therefore, the braking force is applied directly by the payload itself, via the brake pads brought to bear on the rails, and the braking control, by vacuum of the air cushion, can be made safer and more efficient while being considerably simplified.
La périodicité ou entraxe longitudinal entre deux lames contiguës est avantageusement comprise entre 1 et 10 mètres et de préférence entre 1,3 et 3,5 mètres. Cette périodicité, qui est considérablement réduite par rapport aux dimensions classiques se situant habituellement entre 6 et 20 mètres, est de préférence égale à 2,85 mètres ou 1,425 mètres et permet, par les effets qu'elle induit, d'augmenter d'environ 10% le nombre de camions transportés pour un train conventionnellement limité à 750 mètres de longueur et comportant deux locomotives et deux voitures pour voyageurs.The periodicity or longitudinal distance between two contiguous slats is advantageously between 1 and 10 meters and preferably between 1.3 and 3.5 meters. This periodicity, which is considerably reduced compared to conventional dimensions usually between 6 and 20 meters, is preference equal to 2.85 meters or 1.425 meters and allows, by the effects that it induces, to increase by around 10% the number of trucks transported for a train conventionally limited to 750 meters in length and with two locomotives and two passenger cars.
Selon une forme de construction particulièrement avantageuse, les roulettes indépendantes comportent chacune une jante serrée sur une bague extérieure d'au moins un roulement ayant une bague intérieure montée glissante sur une fusée fixée rigidement sur la lame correspondante.According to a particularly advantageous form of construction, the rollers independent each have a rim tightened on an outer ring at least one bearing having an inner ring slidably mounted on a rocket rigidly attached to the corresponding blade.
De préférence, les roulettes comportent chacune deux joints d'étanchéité non tournants pourvus de lèvres qui frottent sur les faces latérales de la bague extérieure du roulement. La jante peut être soit du type monobloc, soit réalisée en deux parties coaxiales rendues solidaires l'une de l'autre. Cette construction des roulettes a l'avantage d'assurer une maintenance économique et de garantir une grande longévité grâce à l'absence de boudin. Ces roulettes autorisent une usure radiale deux fois plus grande que pour une roue classique sans nécessiter une rénovation du profil de la roue, couramment appelée 〈〈reprofilage〉〉.Preferably, the rollers each have two non-sealing seals. turns provided with lips which rub on the lateral faces of the ring outside of the bearing. The rim can be either of the monobloc type, or made in two coaxial parts made integral with one another. This construction casters has the advantage of ensuring economical maintenance and guarantee a long service life thanks to the absence of a flange. These casters allow radial wear twice as great as for a conventional wheel without requiring a renovation of the wheel profile, commonly called 〈〈Reprofiling〉〉.
La présente invention et ses avantages apparaítront mieux dans la description
d'une forme de réalisation de l'invention, en référence aux dessins annexés,
présentés à titre d'exemples non limitatifs, dans lesquels:
En référence aux figures, l'équipement ferroviaire roulant 10 selon l'invention se
compose de wagons 11 articulés les uns aux autres de manière à constituer un
plancher continu qui permet le chargement en ligne notamment de véhicules
routiers lourds 12. Les véhicules concernés sont en particulier des semi-remorques
à cinq essieux (figure 1A), des semi-remorques à six essieux
(figure 1B), des trains routiers à six essieux (figure 1C), et des semi-remorques
courts à cinq essieux (figure 1D), qui constituent la grande
majorité des véhicules de transport routiers actuellement utilisés, notamment
en Europe. Les véhicules routiers 12 et les wagons 11 sont représentés à
l'échelle. Comme le montrent les figures, les véhicules routiers s'étendent sur
plusieurs wagons successifs, ce qui est rendu possible du fait que ces
wagons, attelés les uns aux autres, constituent une grande plate-forme
continue. Cette construction permet un chargement et un déchargement en
ligne des véhicules routiers, ce qui réduit considérablement le temps de
chargement et simplifie les infrastructures nécessaires pour assurer ces
manoeuvres. Quel que soit le type de véhicules routiers portés par les
wagons, les charges sont réparties entre les moyens de roulement des
différents wagons en raison de leur empattement relativement court. Cette
caractéristique assure une répartition optimale et confère en outre une grande
rigidité aux wagons.With reference to the figures, the rolling
Comme cela est mieux représenté par les figures 2 et 3A, les wagons 11 sont
couplés les uns aux autres par des moyens de couplage 9 qui sont illustrés plus
en détail par la figure 7. Les wagons sont pourvus, à chacune de leurs
extrémités, de moyens de roulement 13. Selon la forme de réalisation décrite et
représentée, les moyens de roulement sont au nombre n+1, n étant le nombre
de wagons. En effet, chacun des moyens de roulement 13 est affecté à deux
wagons contigus, sauf bien entendu à l'extrémité du train. Ce mode de
couplage des wagons est particulièrement avantageux en raison de la sécurité
antibasculement des wagons suite à un déraillement. Les moyens de roulement
13 comportent chacun une lame 14 pourvue d'au moins une paire de roulettes
15 indépendantes disposées en ligne et montées en roue libre sur cette lame. As is better represented by FIGS. 2 and 3A, the
Les lames 14 ont donc une première fonction de support des roulettes 15. Elles
ont par ailleurs une deuxième fonction de guidage longitudinal et latéral des
wagons 11 par rapport aux rails, fonction qui sera décrite plus en détail en
référence aux figures 6A et 6B. Entre deux lames 14 correspondant aux
moyens de roulement 13 d'un même wagon, est prévu un système de freinage
16 qui a la particularité d'être indépendant des roulettes 15. Ce système sera
décrit plus en détail en référence à la figure 4B.The
Chaque wagon 11 est composé d'une structure rigide non suspendue 17,
représentée vue en perspective par la figure 3A et partiellement en coupe par la
figure 3B, et d'une structure portante 18 suspendue, représentée vue en
perspective par la figure 4A et partiellement en coupe par la figure 3B. Les deux
structures respectivement suspendue et non suspendue sont liées entre elles
par des moyens de suspension pneumatiques 19 représentés en perspective
par la figue 3A et en coupe par la figure 3B.Each
Dans l'exemple représenté où les wagons 11 sont du type "polyarticulés", la
structure rigide non suspendue 17 porte deux lames 14 ainsi que lesdits
moyens de couplage 9 sous la forme d'accouplements du type sphérique, et la
structure suspendue 18, qui est agencée pour porter les véhicules routiers 12,
n'a aucune liaison avec les autres wagons.In the example shown where the
Toutefois, on peut prévoir une autre forme de réalisation (non représentée) dans laquelle les wagons sont du type "isolé". Dans cette variante, les wagons peuvent comporter au moins deux structures rigides non suspendues, comportant chacune au moins au moins deux lames, et une structure suspendue pourvue de moyens de couplage sous la forme d'accouplements du type pseudo-sphérique.However, one can provide another embodiment (not shown) in which the wagons are of the "isolated" type. In this variant, the wagons may include at least two rigid, unsprung structures, each comprising at least two blades, and a structure suspended provided with coupling means in the form of couplings of the pseudo-spherical type.
La structure rigide non suspendue 17 comprend un châssis central en forme de
poutre longitudinale 20, dont les extrémités portent les moyens de couplage 9
des wagons 11, et qui comporte à proximité d'une de ses extrémités deux
supports latéraux 21 auxquels sont fixées les lames 14 portant les roulettes 15.
La poutre 20 porte également les moyens de suspension pneumatiques 19
réalisés par exemple sous la forme de coussins 22. Dans la version
représentée, ces coussins 22 ont une forme circulaire et sont au nombre de
trois par wagon. L'invention n'est limitée ni par la forme des coussins ni par leur
nombre qui peuvent varier d'une construction à une autre.The rigid
La figure 3B illustre une forme de réalisation avantageuse des coussins 22,
placés dans leur contexte, à savoir entre la structure rigide non suspendue 17
et la structure suspendue 18. Ces coussins 22 comportent deux flasques
circulaires rigides 23 et 24, de préférence en acier, assemblés par un boudin
sensiblement torique 25 en caoutchouc dont les flancs sont sertis dans des
serre-flancs 26a, 26b respectivement solidaires de la structure suspendue 18 et
de la structure non suspendue 17. Un plot anti-écrasement 27 est disposé entre
le flasque inférieur 24 et la surface supérieure de la structure non suspendue
17. Des piges de limitation de la course 28 sont disposées à la périphérie du
coussin 22 pour empêcher un déplacement relatif trop important de la structure
suspendue 18 par rapport à la structure non suspendue 17. La fixation des
serre-flancs 26a à la structure suspendue 18 se fait au moyen de tiges filetées
traversant cette dernière, qui a la forme d'un plateau ou d'une plate-forme
profilée. La fixation des serre-flancs 26b et de la structure rigide non suspendue
17 se fait au moyen de tiges filetées traversant le châssis central en forme de
poutre longitudinale 20. Les coussins 22 sont reliés à des moyens de mise sous
pression 29 qui peuvent être constitués, comme cela est illustré par la figure
4A, par la conduite générale du train, qui est solidaire de la locomotive ou, dans
une dans une autre variante non représentée, par des moyens indépendants
de cette conduite et ménagés sur chaque wagon.FIG. 3B illustrates an advantageous embodiment of the
Comme le montre la figure 4A, la structure suspendue 18 est constituée d'une
plate-forme ayant un profil en Ω, dont la partie centrale 18a, surélevée par
rapport aux parties latérales 18b, est supportée par les coussins 22 des
moyens de suspension pneumatiques 19. Entre deux parties latérales 18b
contiguës de la structure suspendue, se situent les supports latéraux 21 qui
assurent la continuité de la surface des wagons portant les véhicules lourds.
Cette forme de réalisation où l'empattement des wagons, couramment appelé
périodicité, est de 2,850 mètres, permet d'assurer un taux élevé de surface
portante suspendue, soit environ 85% contre 15% de surface portante non
suspendue.As shown in FIG. 4A, the suspended
Cette réduction des valeurs de la périodicité permet, d'une part, de surbaisser considérablement les wagons et d'atteindre une hauteur de chargement préférentielle de 150 mm à 200 mm par rapport au rail pour une application au portage rail-route des camions ayant une hauteur de l'ordre de 4 mètres. D'autre part, elle réduit les jeux de flèche verticaux de construction en prévision du passage sur les bosses concaves ou convexes des voies. Elle permet aussi de réduire les jeux verticaux de construction de la flèche élastique statique qui est réglementairement limitée à 3/1000 de la périodicité entre les moyens de roulement. En outre, elle autorise une meilleure répartition statistique des axes tournants des véhicules routiers. Ce dernier avantage entraíne une augmentation de l'ordre de 10% du nombre de véhicules transportés par rapport à un système connu selon lequel une plate-forme de chargement correspond à un seul camion ou à un système selon lequel deux plates-formes de chargement correspondent à un camion.This reduction in the values of the periodicity makes it possible, on the one hand, to lower the wagons considerably and reach a loading height preferable from 150 mm to 200 mm with respect to the rail for application to rail-road transport of trucks with a height of around 4 meters. On the other hand, it reduces the vertical construction arrow games in anticipation of passage on the concave or convex bumps of the tracks. It also allows to reduce the vertical clearance of construction of the static elastic boom which is legally limited to 3/1000 of the frequency between the means of rolling. In addition, it allows a better statistical distribution of the axes turning of road vehicles. This last advantage leads to a an increase of around 10% in the number of vehicles transported by compared to a known system whereby a loading platform corresponds to a single truck or to a system whereby two platforms load correspond to a truck.
La figure 4B est une vue en coupe partielle illustrant le système de freinage 16.
Ce système se compose essentiellement de patins longitudinaux en fer 30,
disposés dans l'alignement des roulettes 15, dans l'espace qui sépare deux
lames 14 contiguës, sensiblement parallèlement au rail. Ces patins ont de
préférence une forme de I, et comportent une branche centrale 31 disposée
sensiblement verticalement, une branche transversale supérieure 32 et une
branche transversale inférieure 33. Ces patins 30 sont fixés par leur branche
transversale supérieure 31 à la structure suspendue. La branche transversale
inférieure 33 est pourvue d'une garniture de frein 34 appropriée qui est rendue
solidaire de la surface inférieure de cette branche par une technique de collage
autogène. Cette garniture 34 est agencée pour coopérer directement avec la
surface supérieure du champignon d'un rail 35. Le système de freinage 16,
c'est-à-dire le patin 30 équipé de la garniture de frein 34, est fixé à la partie
latérale 18b de la plate-forme en Ω formant la structure suspendue 18 au
moyen de goupilles 36.FIG. 4B is a partial section view illustrating the
Dans la pratique, le freinage se fait lorsque la structure suspendue 18 descend
de manière à amener la garniture de frein 34 en contact avec le rail 35. Ce
déplacement s'effectue suite à un abaissement suffisant de cette structure
suspendue dû au dégonflement des coussins 22 des moyens de suspension
pneumatiques 19. En conséquence de quoi, la force de freinage est appliquée
par gravité et dépend de la charge portée par la structure suspendue. En cas
de faible charge, la force de freinage est plus réduite qu'en cas de charge
lourde. Néanmoins, cette force est suffisante pour assurer un freinage efficace
des wagons, quelle que soit la charge transportée. Elle est au minimum égale à
la force due au propre poids de la structure suspendue lorsque les wagons
circulent à vide.In practice, braking is done when the suspended
Deux formes de réalisation des roulettes indépendantes 15 des moyens de
roulement 13 sont représentées, vues en coupe axiale, par les figures 5A et 5B.
Selon la première variante, donnée à titre d'exemple, la roulette 15 comporte
une fusée étagée 40 frettée dans la lame 14 et rendue étanche par un bouchon
41 solidaire de cette lame. Deux roulements 42 et 43 sont montés sur la fusée
étagée 40 et servent d'appui à la jante 44 des roulettes 15, de forme
légèrement tronconique, qui est en appui sur les rails. Les roulements 42 et 43
sont du type à flasques intérieurs asymétriques. Leur bague intérieure est
glissante et leur bague extérieure est serrée. Un chapeau extérieur 45,
compatible avec les freins de voie existants, est fixé à la fusée 40 au moyen de
boulons à tête fraisée 46. Une bague servant d'entretoise 47 est disposée entre
la lame 14 et le roulement 43. Deux joint à lèvres, respectivement 48 et 49, sont
montés de telle manière que les lèvres frottent contre les bagues extérieures
des roulements. Cette construction a l'avantage de permettre un remplacement
très simple en cas de nécessité, ce qui réduit le coût de la maintenance. Lors
d'un remplacement, il suffit de démonter le chapeau extérieur 45 et de retirer
simultanément les roulements et la jante des roulettes 15.Two embodiments of
Dans cette forme de réalisation, la jante extérieure 44 est du type monobloc.
Dans la construction illustrée par la figure 5B, cette jante extérieure 44 est
réalisée en deux parties liées par collage autogène en usine, une partie 44a
extérieure qui est en contact avec le rail, une partie intérieure 44b qui est en
contact avec les roulements 42 et 43 et une couche 44c de jonction entre les
deux parties 44a et 44b. Les autres éléments sont identiques et, de ce fait,
gardent les mêmes numéros de référence.In this embodiment, the
Les figures 6A et 6B sont des vues respectivement de face et en coupe des
moyens d'assemblage de la lame 14 portant les roulettes 15 à la structure non
suspendue 17 et des moyens de guidage ménagés sur cette lame. La lame 14
est solidaire de la structure non suspendue 17 des wagons de telle manière
qu'elle soit relativement souple en rotation autour de l'axe Z, perpendiculaire à
la surface de chargement des wagons, pour les passages en courbes, et
relativement souple en rotation autour de l'axe Y, transversal par rapport aux
wagons, pour les passages en bosses. Cette souplesse est obtenue par
exemple par une fixation au moyen de deux plaques juxtaposées 50 et 51 dont
les extrémités supérieures sont solidaires, entre deux roulettes 15, des supports
latéraux 21 de la structure non suspendue 17 et dont les extrémités inférieures
sont fixées à un profilé de support 52 solidaire de la lame 14 et disposé audessus
de la surface d'appui des roulettes 15. Les dimensions et le
positionnement de ces éléments sont définis de sorte que la partie inférieure
14a de la lame se trouve environ trente millimètres en dessous du niveau de la
surface de contact entre la roulette 15 et le rail 35 afin de définir des moyens de
guidage des wagons. En outre, pour permettre un bon guidage des wagons
dans toutes les configurations de voies, la lame 14 est pourvu d'un profil à
évolution variable. FIGS. 6A and 6B are respectively front and sectional views of the
means of assembling the
La fixation des plaques 50 et 51 aux supports 21 de la structure non suspendue
17 se fait de préférence au moyen de vis ou de boulons plutôt qu'au moyen de
soudures, pour rendre ces composants amovibles et faciliter ainsi la
maintenance. En ce qui concerne la fixation du profilé de support 52 à la lame
14, elle peut se faire par soudure étant donné qu'il s'agit d'une pièce de sécurité
qui n'a aucune raison de s'user.The fixing of the
La figure 7 représente une vue en coupe d'une forme de réalisation des
moyens de couplage 9 des wagons 11 contigus. Ces moyens de couplage se
présentent sous la forme d'un attelage sphérique de choc et de traction 60
comportant une partie mâle 61 solidaire d'une extrémité de la structure non
suspendue 17 d'un premier wagon et une partie femelle 62 solidaire d'une
extrémité adjacente de la structure non suspendue d'un deuxième wagon. La
partie mâle comporte un arbre étagé fretté ou soudé qui est engagé dans la
partie femelle 62 comprenant une rotule radiale 63 qui permet d'assurer la
transmission des efforts longitudinaux et des efforts transversaux, et une rotule
axiale 64 qui permet d'assurer la transmission des efforts verticaux. Les centres
de rotation de la rotule radiale 63 et de la rotule axiale 64 sont confondus.FIG. 7 represents a sectional view of an embodiment of the
coupling means 9 of the
Cette forme de réalisation d'un tel équipement permet de prendre en compte les problèmes liés à la circulation des camions en disposant d'un matériel qui, sans aucune modification de l'infrastructure du réseau ferroviaire, est compatible avec les gabarits existants de plusieurs paysThis embodiment of such equipment makes it possible to take into account problems related to truck traffic by having equipment which, without any modification of the rail network infrastructure, is compatible with existing templates from several countries
Claims (18)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9908893 | 1999-07-06 | ||
FR9908893A FR2796026B1 (en) | 1999-07-06 | 1999-07-06 | ROLLING RAIL EQUIPMENT, PARTICULARLY FOR THE TRANSPORT OF HEAVY VEHICLES |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1067034A1 true EP1067034A1 (en) | 2001-01-10 |
EP1067034B1 EP1067034B1 (en) | 2004-03-31 |
Family
ID=9547902
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00114353A Expired - Lifetime EP1067034B1 (en) | 1999-07-06 | 2000-07-05 | Rolling railway equipment, especially for the transport of road vehicles |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1067034B1 (en) |
AT (1) | ATE263050T1 (en) |
DE (1) | DE60009392T2 (en) |
FR (1) | FR2796026B1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102016203564B4 (en) * | 2016-03-04 | 2020-09-03 | Deutsche Bahn Ag | Device for fixing automobiles (passenger cars) to be transported on a rail-mounted trolley |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3095987A (en) * | 1959-11-19 | 1963-07-02 | Donald E Sable | Piggy-back transportation system |
CH372337A (en) * | 1959-10-14 | 1963-10-15 | Schweiz Wagons Aufzuegefab | Braking device on rail vehicles |
DE3324452A1 (en) * | 1983-07-07 | 1985-01-17 | Walter Prof. Dr.-Ing. 6380 Bad Homburg Schmitz | Railway wheelset chain |
EP0215673A2 (en) * | 1985-09-16 | 1987-03-25 | General Signal Corporation | An articulated coupling |
GB2276598A (en) * | 1993-04-01 | 1994-10-05 | Prior Alan J | A railway vehicle for carrying trailers |
EP0771710A1 (en) * | 1995-10-30 | 1997-05-07 | Aktiebolaget SKF | Coach coupling assembly |
-
1999
- 1999-07-06 FR FR9908893A patent/FR2796026B1/en not_active Expired - Fee Related
-
2000
- 2000-07-05 AT AT00114353T patent/ATE263050T1/en not_active IP Right Cessation
- 2000-07-05 EP EP00114353A patent/EP1067034B1/en not_active Expired - Lifetime
- 2000-07-05 DE DE60009392T patent/DE60009392T2/en not_active Expired - Lifetime
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH372337A (en) * | 1959-10-14 | 1963-10-15 | Schweiz Wagons Aufzuegefab | Braking device on rail vehicles |
US3095987A (en) * | 1959-11-19 | 1963-07-02 | Donald E Sable | Piggy-back transportation system |
DE3324452A1 (en) * | 1983-07-07 | 1985-01-17 | Walter Prof. Dr.-Ing. 6380 Bad Homburg Schmitz | Railway wheelset chain |
EP0215673A2 (en) * | 1985-09-16 | 1987-03-25 | General Signal Corporation | An articulated coupling |
GB2276598A (en) * | 1993-04-01 | 1994-10-05 | Prior Alan J | A railway vehicle for carrying trailers |
EP0771710A1 (en) * | 1995-10-30 | 1997-05-07 | Aktiebolaget SKF | Coach coupling assembly |
Also Published As
Publication number | Publication date |
---|---|
ATE263050T1 (en) | 2004-04-15 |
FR2796026B1 (en) | 2001-09-21 |
DE60009392D1 (en) | 2004-05-06 |
DE60009392T2 (en) | 2005-03-10 |
EP1067034B1 (en) | 2004-03-31 |
FR2796026A1 (en) | 2001-01-12 |
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