EP1564100B1 - Rolling stock for the rail-road-transport of semi trailers - Google Patents
Rolling stock for the rail-road-transport of semi trailers Download PDFInfo
- Publication number
- EP1564100B1 EP1564100B1 EP05290283A EP05290283A EP1564100B1 EP 1564100 B1 EP1564100 B1 EP 1564100B1 EP 05290283 A EP05290283 A EP 05290283A EP 05290283 A EP05290283 A EP 05290283A EP 1564100 B1 EP1564100 B1 EP 1564100B1
- Authority
- EP
- European Patent Office
- Prior art keywords
- semi
- trailer
- wagon
- rolling stock
- road
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Not-in-force
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F3/00—Types of bogies
- B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains
- B61F3/125—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains with more than one axle or wheel set
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/10—Articulated vehicles
- B61D3/14—Articulated vehicles comprising running gear interconnected by load supports facilitating low-level load transport
-
- 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 proposes a new solution to the problem of piggybacking (or cooperation of the road and the rail for the transport of freight).
- the present invention presents another solution to this problem.
- the invention can be defined in a general manner by the fact that it is a set for piggyback, consisting of a beam-car (center-still) with one or two bogies carrying a semi-trailer road, characterized in that between these two components, a geometric interface allows the semitrailer that conforms to it, to come to overlap the beam, all respecting the rail gauge.
- the assembly for piggybacking according to the invention is characterized in that one reserves under the frame of the semi-trailer, a free space compatible with the central beam of the wagon in which it can come to fit.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
- Metal Rolling (AREA)
- Forging (AREA)
- Loading Or Unloading Of Vehicles (AREA)
Abstract
Description
La présente invention propose une solution nouvelle au problème du ferroutage (ou coopération de la route et du rail pour le transport du fret).The present invention proposes a new solution to the problem of piggybacking (or cooperation of the road and the rail for the transport of freight).
Elle répond au souci d'assurer le transport du fret « de porte à porte » ou « de quai à quai », sans rupture de charge, dans les meilleures conditions de rapidité et de sécurité, en utilisant au mieux les avantages respectifs de la route et du rail, et ceci en minimisant les frais tant d'exploitation que d'investissementIt responds to the need to ensure the transport of freight "door-to-door" or "quay-docked", without breaking load, in the best conditions of speed and safety, making the best use of the respective advantages of the road and rail, while minimizing both operating and investment costs
En effet :
- le rail l'emporte pour son efficacité dans le transport de masse (trais complets), et sur de longues distances, mais n'accède qu'à un nombre limité de destinations
- la route l'emporte pour sa souplesse et sa capacité de desservir toute destination ; mais elle est plus coûteuse en énergie (non renouvelable) et apporte davantage de nuisances pour l'environnement.
- the rail wins for its efficiency in the transport of mass (treated whole), and for long distances, but accesses only a limited number of destinations
- the road wins for its flexibility and ability to serve any destination; but it is more expensive in energy (non-renewable) and brings more nuisances for the environment.
Aujourd'hui, notamment en France, le fait de hisser un ensemble routier au gabarit standard sur une plate-forme de wagon de hauteur normale se heurte au fait que leur superposition excède le gabarit S.N.C.F., pratiquement impossible à modifier.Today, especially in France, the fact of hoisting a standard-size road assembly on a platform of normal-height wagon collides with the fact that their superposition exceeds the size S.N.C.F., practically impossible to modify.
Pour surmonter cette difficulté, diverses solutions ont déjà été proposées, consistant soit à abaisser la plate-forme de wagons, soit même à supprimer celle-ci. Elles se heurtent à des obstacles soit techniques (propres à la S.N.C.F), soit économiques.To overcome this difficulty, various solutions have already been proposed, consisting of either lowering the platform of cars, or even to remove it. They face technical obstacles (specific to S.N.C.F) or economic ones.
La présente invention présente une autre solution à ce problème.The present invention presents another solution to this problem.
L'emploi de semi-remorques routières s'étant généralisé pour le trafic longue distance, c'est- à partir de celles-ci qu'il faut chercher la solution.Since the use of semi-trailers has become widespread for long-distance traffic, it is from these that the solution must be sought.
Or, déposer une semi-remorque standard sur la plate-forme d'un wagon de hauteur normal se heurte au fait que leur superposition excède en hauteur le gabarit autorisé : en Europe, le gabarit C de l'U.I.C.However, to deposit a standard semi-trailer on the platform of a wagon of normal height comes up against the fact that their superposition exceeds in height the authorized size: in Europe, the template C of the U.I.C.
Pour surmonter cette difficulté, diverses solutions ont été proposées, dont deux ont, en apparence, un rapport avec la présente invention :
- le
brevet US-A-4 233-909 (Adams M.) - le
brevet US-A 5 452-664
- the
U.S. Patent No. 4,233,909 (Adams M.) - the
U.S. Patent No. 5,452,664
Ces deux brevets se différencient de la présente demande par les points suivants :
- A) Contrairement à la présente demande de brevet, ils visent à transporter des semi-remorques de tout type, y compris à roues jumelées, ou des containers.
- B) contrairement à la présente demande de brevet, ils ne s'intéressent qu'au seul wagon, sans s'assurer si la semi-remorque est effectivement compatible avec lui (la notion d'interface est absente).
- C) Contrairement à la présente demande de brevet, ils ne couvrent qu'un seul type de wagon mono bogie, ce qui peut conduire à des charges par essieu excessives.
- D) Contrairement à la présente demande de brevet, ils utilisent des essieux à petites roues, comme il ressort clairement des Fig. 5 et 6 et du texte Col. 2 ligne 62 du brevet Adams. Outre la réduction de la charge par essieu tolérée, la pratique ferroviaire exclut l'emploi de petites roues pour tout trafic intense et à grande vitesse.
- E) Contrairement à la présente demande de brevet, ils ne prévoient rien pour l'immobilisation latérale des roues AR de la semi-remorque (arrimage).
- F) Contrairement à la présente demande de brevet, les plates-formes supportant les roues AR de la semi-remorque peuvent être rendues réglables selon l'axe longitudinal du wagon (Fig. 21 et 22 du brevet Adams), ce qui peut être source de perte de temps, d'erreurs et de fragilité.
- G) Contrairement à la présente demande de brevet, les documents cités n'orientent pas toutes les semi-remorques dans le même sens (Adams
Fig. 1 , RichmondFig. 1 ). Or, la nécessaire facilité de la circulation routière autour des wagons en cours de chargement ou de déchargement, impose clairement un seul sens de circulation et donc une même orientation de la semi-remorque. - H) Contrairement à la présente demande de brevet, ces documents ne disent pas un mot sur les méthodes d'utilisation du matériel. Or nous pensons qu'elles constituent un élément capital de l'efficacité et de la rentabilité du système que nous proposons.
- I) Contrairement à la présente demande de brevet, la référence Adams (
Fig. 1 ), indique que le pivot d'attelage de la semi-remorque n'est pas dans l'axe vertical du bogie. - J) Contrairement à la présente demande de brevet, le brevet Adams est absolument muet sur les trois contraintes fondamentales imposées au matériel ferroviaire :
- gabarit
- charge maxi par essieu
- diamètre des roues
- A) Unlike the present patent application, they are intended to transport semi-trailers of any type, including twin wheels, or containers.
- B) unlike the present patent application, they are interested only in the car, without ensuring whether the trailer is actually compatible with him (the concept of interface is absent).
- C) Unlike the present patent application, they cover only one type of single truck, which can lead to excessive axle loads.
- D) Unlike the present patent application, they use small wheel axles, as is clear from Figs. 5 and 6 and text Col. 2 line 62 of the Adams patent. In addition to reducing the permissible axle load, rail practice precludes the use of small wheels for heavy and high speed traffic.
- E) Unlike the present patent application, they do not provide anything for the lateral immobilization of the rear wheels of the semi-trailer (stowage).
- F) Unlike the present patent application, the platforms supporting the rear wheels of the semitrailer can be made adjustable along the longitudinal axis of the wagon (Figs 21 and 22 of the Adams patent), which can be a source loss of time, mistakes and fragility.
- G) Unlike the present patent application, the cited documents do not orient all semi-trailers in the same direction (Adams
Fig. 1 RichmondFig. 1 ). However, the necessary ease of road traffic around wagons being loaded or unloaded, clearly imposes a single direction of movement and therefore the same orientation of the semi-trailer. - H) Unlike the present patent application, these documents do not say a word about the methods of use of the material. However, we believe that they constitute a crucial element of the efficiency and the profitability of the system we propose.
- I) Unlike the present patent application, the reference Adams (
Fig. 1 ), indicates that the kingpin of the semi-trailer is not in the vertical axis of the bogie. - J) Unlike the present patent application, the Adams patent is absolutely silent on the three basic constraints imposed on railway equipment:
- template
- max load per axle
- wheel diameter
En Europe, leurs valeurs sont sensiblement inférieures à ce qu'elles sont aux U.S.A. et donc beaucoup plus contraignantes.In Europe, their values are significantly lower than they are in the U.S.A. and therefore much more restrictive.
Ces dix raisons semblent justifier l'objet de la présente demande de brevet, les différences ainsi inventoriées (en particulier C, D, E, G, J) semblent suffisamment nombreuses et importantes pour lui concéder la nouveauté et l'originalité qui la justifient.These ten reasons seem to justify the object of the present patent application, the differences thus inventoried (in particular C, D, E, G, J) seem sufficiently numerous and important to grant him novelty and originality that justify it.
L'invention peut être définie d'une manière générale par le fait qu'il s'agit d'un ensemble destiné au ferroutage, constitué d'un wagon-poutre (center-still) à un ou deux bogies portant une semi-remorque routière, caractérisé en ce qu'entre ces deux composants, une interface géométrique permet à la semi-remorque qui y est conforme, de venir chevaucher la poutre, l'ensemble respectant le gabarit ferroviaire.The invention can be defined in a general manner by the fact that it is a set for piggyback, consisting of a beam-car (center-still) with one or two bogies carrying a semi-trailer road, characterized in that between these two components, a geometric interface allows the semitrailer that conforms to it, to come to overlap the beam, all respecting the rail gauge.
D'une manière plus précise l'invention se définit par les caractéristiques particulières suivantes :More specifically, the invention is defined by the following particular features:
L'ensemble destiné au ferroutage selon l'invention est caractérisé en ce que le positionnement et l'arrimage de la semi-remorque sont assurés :
- a) à l'avant par le pivot d'attelage de la semi-remorque venant s'insérer dans une selle du type de celle des tracteurs routiers, placée à la verticale de l'axe d'un bogie porteur.
- b) à l'arrière, par les pneus de la semi-remorque, qui, assurent la co-axialité de la semi-remorque avec la poutre du wagon en s'encastrant dans deux goulottes en forme de «U».
- a) at the front by the hitching pin of the semi-trailer that fits into a saddle of the type of road tractors, placed vertically to the axis of a bogie carrier.
- b) at the rear, by the tires of the semi-trailer, which ensure the co-axiality of the semi-trailer with the beam of the wagon by fitting into two "U" -shaped chutes.
L'ensemble destiné au ferroutage selon l'invention, se caractérise par le fait que l'on réserve sous le châssis du semi-remorque, un espace libre compatible avec la poutre centrale du wagon dans lequel celle-ci pourra venir s'encastrer.The assembly for piggybacking according to the invention, is characterized in that one reserves under the frame of the semi-trailer, a free space compatible with the central beam of the wagon in which it can come to fit.
L'ensemble destiné au ferroutage selon l'invention se caractérise encore en ce que :
- a) lesdits ensembles sont orientés dans la même direction et regroupés pour former des ensembles multiples de rames par le moyen d'organes d'attelage central de type particulier.
- b) Ces ensembles multiples sont équipés à chaque extrémité d'un attelage du type central automatique, permettant la constitution de trains complets, circulant selon un horaire préétabli.
- a) said assemblies are oriented in the same direction and grouped together to form multiple sets of trains by means of central hitch members of particular type.
- b) These multiple assemblies are equipped at each end with a hitch of the automatic central type, allowing the constitution of complete trains, circulating according to a pre-established schedule.
- 1) Le convoi complet tracteur / semi-remorque n'est utilisé que pour les parties routières du trajet. Il est dissocié lors du passage à l'échangeur intermodal initial qui ne charge que la semi-remorque sur un élément porteur (wagon) spécialement conçu pour cet usage. Il est reconstitué lors du passage à l'échangeur intermodal terminal pour la deuxième partie routière du trajet, qui amènera le semi-remorque à sa destination finale. En effet, le transport ferroviaire du tracteur et de son conducteur constitue un double emploi, donc une dépense inutile.
- 2) Selon un des modes particuliers de réalisation d'un élément porteur :
- a - chaque élément porteur ou wagon (
Fig.1 ) est constitué essentiellement d'une poutre centrale A calculée pour supporter à la fois les efforts de flexion dus au poids du véhicule routier qui la chevauchera, et aux efforts de traction et de tamponnement rencontrés dans l'exploitation. Sa largeur, de l'ordre du mètre, sera en tous cas inférieure à l'écartement intérieur des roues (accessoires compris) montées sur les essieux des semi-remorques. Son profil sera fonction du diagramme des contraintes et de la nécessité de faire reposer les essieux arrières de la semi-remorque à un niveau qui assure la compatibilité de l'ensemble avec le gabarit ferroviaire. - b - il n'y a qu'un seul bogie par élément porteur (wagon). Sur le bogie reposent les extrémités (par exemple superposées) des deux éléments (wagons) situés de part et d'autre. Ces éléments porteurs (wagons) sont groupés en rame, par exemple de 10 à 15 éléments ; ils sont articulés entre eux selon l'axe vertical du bogie porteur sur lequel reposent leurs extrémités. En exploitation, chaque rame est insécable, et ne peut donc avoir qu'une seule et même destination, commune à tous ses éléments. Chaque rame comporte autant de bogies que de wagons, plus un.
- c - les rames sont accouplées entre elles et avec la locomotive par un dispositif classique d'attelage central automatique ; une bonne linéarité est ainsi assurée dans la transmission des efforts de traction et de tamponnement. Ce principe d'attelage central serait conservé même si, pour transporter des semi-remorques longues ou très lourdes, l'on était contraint de revenir à une solution classique de wagon à deux bogies, conservant le même principe d'une poutre centrale chevauchée par la semi-remorque. Evidemment plus onéreuse, cette solution aurait l'avantage de rendre son autonomie à chaque élément.
- d - à l'une des extrémités de la poutre, par exemple dans l'axe vertical de chaque bogie porteur, est placée à la hauteur convenable une selle standard B identique à celles qui équipent les tracteurs routiers.
- e - sur chaque élément, la poutre porteuse (
Fig.2 ) est munie de tous les dispositifs nécessaires pour faciliter le positionnement correct de la semi-remorque lors de sa manutention, et assurer son arrimage en place.
- a - chaque élément porteur ou wagon (
Ou bien en munissant latéralement la poutre centrale de deux éléments de plate-forme (
Ou toute autre solution idoine (par exemple
- 1) The complete tractor / semi-trailer unit is only used for the road parts of the journey. It is dissociated during the transition to the initial intermodal exchanger which only loads the semitrailer on a carrier element (wagon) specially designed for this purpose. It is reconstituted during the transition to the terminal intermodal interchange for the second road part of the journey, which will bring the semi-trailer to its final destination. Indeed, the rail transport of the tractor and its driver is a duplication, therefore an unnecessary expense.
- 2) According to one particular embodiment of a carrier element:
- a - each carrier element or wagon (
Fig.1 ) consists essentially of a central beam A calculated to support both the bending forces due to the weight of the road vehicle that overlaps it, and the tensile and buffering efforts encountered in the operation. Its width, of the order of one meter, will in any case be less than the internal spacing of the wheels (including accessories) mounted on the axles of the semi-trailers. Its profile will depend on the stress diagram and the need to base the rear axles of the semi-trailer to a level that ensures the compatibility of the whole with the rail gauge. - b - there is only one bogie per carrier element (wagon). On the bogie rest the ends (for example superimposed) of the two elements (wagons) located on both sides. These carrier elements (wagons) are grouped in ream, for example from 10 to 15 elements; they are articulated to each other along the vertical axis of the carrier bogie on which their ends rest. In operation, each train is non-breaking, and can therefore have one and the same destination, common to all its elements. Each train has as many bogies as wagons, plus one.
- c - the oars are coupled together and with the locomotive by a conventional central coupling device; good linearity is thus ensured in the transmission of traction and buffering efforts. This principle of central coupling would be maintained even if, in order to transport long or very heavy semi-trailers, one had to return to a conventional solution of a wagon with two bogies, preserving the same principle of a central beam which was the semi-trailer. Obviously more expensive, this solution would have the advantage of rendering its autonomy to each element.
- d - at one of the ends of the beam, for example in the vertical axis of each bogie carrier, is placed at the appropriate height a standard saddle B identical to those which equip road tractors.
- e - on each element, the beam (
Fig.2 ) is equipped with all the necessary devices to facilitate the correct positioning of the semi-trailer during its handling, and ensure its stowage in place.
- a - each carrier element or wagon (
Or by providing laterally the central beam with two platform elements (
Or any other suitable solution (for example
-
A) L'utilisation de ce matériel peut se schématiser selon la
Fig.3
La semi-remorque, chargée par l'expéditeur, est prise en charge par un tracteur routier, et conduite à la plus proche plate-forme intermodale, jusqu'à la première place libre le long de la rame en partance vers la destination prévue.
Elle est alors découplée, puis chargée sur un élément (wagon) dûment repéré de cette rame, à l'aide d'un moyen de levage analogue à celui existant pour les containers (portique). Cette opération de chargement se réduit à un levage d'environ 1,50 mètre, suivi d'une translation de 3 à 5 mètres, puis d'une descente en place.
A l'heure fixée par l'horaire, que tous les éléments (wagons) soient chargés ou non, la ou les rames partent vers la plate-forme intermodale de destination. Circulant sur un parcours dégagé, elle arrivera à l'heure prévue par l'horaire, avec la même exactitude qu'un train de voyageurs. L'objectif est que la vitesse moyenne du train puisse atteindre 100 km/h.
Après repérage, les semi-remorques sont mises à terre par une manoeuvre inverse de la première, et accouplées à d'autres tracteurs d'origine locale, soit sur convocation de l'expéditeur, soit passant en maraude. Elles peuvent alors terminer leur trajet jusqu'au destinataire final.
Pour que soient justifiées ces manutentions, et les éventuels détours pour accéder aux plate-formes intermodales, il est clair que le trajet ferroviaire doit être largement prédominant dans le parcours total, ou que le trajet routier doit être particulièrement long et difficile (par exemple en montagne).A) The use of this material can be schematized according to theFig.3
The semi-trailer, loaded by the shipper, is taken over by a road tractor, and driven to the nearest intermodal platform, to the first free space along the train leaving for the intended destination.
It is then decoupled, then loaded on a duly marked element (wagon) of this train, using a lifting means similar to that existing for containers (gantry). This loading operation is reduced to a lifting of about 1.50 meters, followed by a translation of 3 to 5 meters, then a descent in place.
At the time set by the schedule, whether all items (wagons) are loaded or not, the train (s) will proceed to the destination intermodal platform. Traveling on a clear route, it will arrive at the scheduled time, with the same accuracy as a passenger train. The goal is that the average speed of the train can reach 100 km / h.
After identification, the semi-trailers are dismounted by a reverse maneuver of the first one, and coupled with other tractors of local origin, either on convocation of the sender, or marauding. They can then finish their journey to the final recipient.
In order to justify these operations, and the possible detours to access the intermodal platforms, it is clear that the rail route must be largely predominant in the total route, or that the road journey must be particularly long and difficult (for example in Mountain). -
B) Le bon fonctionnement du système nécessitera des moyens d'information très performants entre plate-formes intermodales et usagers pour faciliter l'accès et garantir la fiabilité des renseignements nécessaires aux conducteurs des tracteurs pour localiser le matériel et optimiser son utilisation en assurant un frêt de retour.
Les techniques actuelles en matière d'identification et de marquage permettraient une automatisation poussée du suivi de l'acheminement et du routage des semi-remorques ainsi véhiculées, de leur point de départ à leur point d'origine.B) The proper functioning of the system will require high-performance information between intermodal platforms and users to facilitate access and ensure the reliability of the information needed by tractor drivers to locate the equipment and optimize its use by providing freight. back.
Current identification and marking techniques would allow for a thorough automation of the tracking of the routing and routing of semi-trailers thus conveyed, from their point of departure to their point of origin. -
C) La plus grande partie des deux parcours terminaux devant s'effectuer en zone urbaine ou péri-urbaine, les semi-remorques devront être compatibles avec cet environnement, et dimensionnés en conséquence.
Par ailleurs, le système proposé soulève un problèmes d'interface entre l'élément porteur et la semi-remorque : réserve de l'emplacement de la poutre porteuse ; aptitude de la semi-remorque à être manutentionnée en charge par le portique, compatibilité des éventuels dispositifs de guidage et d'arrimage, etc... A tout le moins, une procédure d'agrément sera à prévoir pour les semi-remorques.C) Since most of the two terminal routes must be in urban or peri-urban areas, the semi-trailers must be compatible with this environment and sized accordingly.
In addition, the proposed system raises a problem of interface between the carrier element and the semi-trailer: reserve of the location of the carrier beam; ability of the trailer to be handled with by the portico, compatibility of possible devices for guiding and docking, etc ... At the very least, an approval procedure will provide for semi-trailers. -
D) Jusqu'à présent, la fluidité du transport ferroviaire du frêt se heurte à la priorité donné à la circulation des voyageurs, qui doit être assurée selon un horaire précis, engageant la S.N.C.F. Cette priorité s'impose quand les deux trafics doivent emprunter les mêmes voies. Or les nouvelles lignes à grande vitesse, créées pour les voyageurs à l'écart des anciennes, ont des caractéristiques techniques très particulières qui les interdisent au frêt. Sur les anciennes lignes subsistant en parallèle, ne peut-on imaginer d'inverser cette priorité au profit du frêt ?
Ce pourrait être actuellement le cas pour l'itinéraire Marseille - Lyon - Paris - Lille - Amsterdam, ou pour l'itinéraire Marseille - Paris - Londres, ce qui contribuerait à désengorger l'A6 et l'Al, proches de la saturation. En attendant de pouvoir y ajouter l'itinéraire Hendaye - Paris et au-delà.D) Until now, the fluidity of rail freight transport is hampered by the priority given to the movement of passengers, which must be ensured according to a precise schedule, committing the SNCF This priority is required when both traffic must borrow the same routes. But the new high-speed lines, created for travelers away from the old ones, have very special technical characteristics that prohibit them from freight. On the old lines remaining in parallel, can we imagine to reverse this priority in favor of the freight?
This could be the case for the route Marseille - Lyon - Paris - Lille - Amsterdam, or for the route Marseille - Paris - London, which would help to relieve the A6 and Al, close to saturation. Until we can add the route Hendaye - Paris and beyond.
Claims (4)
- Rolling stock intended for the railroad transport, constituted of a wagon with girder with one or two bogie(s), carrying a road semi-trailer, wherein between these two members a geometrical interface is disposed, allowing the semi trailer, which is conform, thereto to come overlapping the girder, the whole set adhering to the railway regulation size.
- Rolling stock intended for the railroad transport according to claim 1 wherein the positioning and the docking of the semi trailer are ensured :(a) in the front by means of a coupling pin of the semi trailer coming to encase it in the connection of the type of the road tractor, located orthogonally to the axis of the load bearing bogies.(b) at the rear by means of the tires of the semi trailer which ensures the coaxial character of the semi trailer with the wagon girder, while encasing in two U-shaped sputs.
- Rolling stock intended for the railroad transport according to claim 1 and 2, wherein one keeps aside under the frame of the semi trailer, a free space which fits with the central girder of the wagon into which it possibly come encased herein.
- Rolling stock intended for the railroad transport according to one of the claims 1 to 3 wherein :(a) the said sets are oriented in the same direction and are grouped together to form multiple sets of trains by means of central coupling systems of a specific type(b) these multiple sets are fitted out at each end with a coupling of the automatic central type, allowing the organization of full trains, running in accordance with a pre-established timetable.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0401494A FR2866300B1 (en) | 2004-02-16 | 2004-02-16 | SEMI-TRAILER ROLLING EQUIPMENT FOR ROTATING |
FR0401494 | 2004-02-16 |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1564100A1 EP1564100A1 (en) | 2005-08-17 |
EP1564100B1 true EP1564100B1 (en) | 2010-04-28 |
Family
ID=34685027
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05290283A Not-in-force EP1564100B1 (en) | 2004-02-16 | 2005-02-09 | Rolling stock for the rail-road-transport of semi trailers |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1564100B1 (en) |
AT (1) | ATE465926T1 (en) |
DE (1) | DE602005020868D1 (en) |
FR (1) | FR2866300B1 (en) |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4233909A (en) * | 1978-03-28 | 1980-11-18 | Itel Corporation | Railway car assembly composed of a series of articulately interconnected cars |
DE3801117A1 (en) * | 1988-01-16 | 1989-08-03 | Talbot Waggonfab | UNIT WITH CONTINUOUSLY LOW-SLEEPING WALL FLOOR |
US5452664A (en) * | 1994-01-28 | 1995-09-26 | Thrall Car Manufacturing Company | Articulated, low level railroad spine car with overlapping kingpin connectors |
-
2004
- 2004-02-16 FR FR0401494A patent/FR2866300B1/en not_active Expired - Fee Related
-
2005
- 2005-02-09 DE DE602005020868T patent/DE602005020868D1/en active Active
- 2005-02-09 AT AT05290283T patent/ATE465926T1/en not_active IP Right Cessation
- 2005-02-09 EP EP05290283A patent/EP1564100B1/en not_active Not-in-force
Also Published As
Publication number | Publication date |
---|---|
ATE465926T1 (en) | 2010-05-15 |
FR2866300B1 (en) | 2006-03-17 |
FR2866300A1 (en) | 2005-08-19 |
EP1564100A1 (en) | 2005-08-17 |
DE602005020868D1 (en) | 2010-06-10 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US4685399A (en) | Intermodal transport | |
CN101011973B (en) | Wheelset for a lowfloor rail vehicle, bogie and rail vehicle comprising such a wheelset | |
EP1967436B1 (en) | Rail convoy for transporting passengers | |
EP2470410B1 (en) | Modular and scaleable port vehicle | |
FR2963304A1 (en) | UNIVERSAL LOADING / UNLOADING AND RAIL TRANSPORT SYSTEM OF ROAD SEMI-TRAILERS | |
FR2556288A1 (en) | COMBINED TRANSPORTATION SYSTEM FOR ROAD AND RAIL | |
EP0672566B1 (en) | Method and system for loading and unloading of wagons for the transport of road vehicles and rail car therefore | |
EP1874584B1 (en) | Railcar for transporting road vehicles with platforms mobile between a transporting postion and a postion for moving between railcars and train consisting of such railcars | |
EP3222483B1 (en) | Bogie with outer motor and associated rail vehicle | |
EP1564100B1 (en) | Rolling stock for the rail-road-transport of semi trailers | |
JP2009190507A (en) | Transport system for railroad vehicle | |
EP1958846B1 (en) | End car of a railway convoy for passenger transport and corresponding convoy | |
BE1001491A3 (en) | COUPLING DEVICE TO BE MOUNTED ON A RAILWAY BOGIE to hitch WAGON TRANSPORT BIMODAL PRE-DONE TO APPROPRIATE MANNER. | |
US9623880B1 (en) | Method and apparatus for rail-to-road shipping | |
FR2847873A1 (en) | Town goods transportation integrating process, involves applying piggyback technique of utilizing steel-tipped network of metro to transport goods, and integrating network in assembly of intermodal goods station by slip road | |
FR3049252A1 (en) | BOGIE COMPRISING A RIGID CONNECTION BETWEEN THE AXLE BOXES AND THE RAIL VEHICLE ASSOCIATED THEREWITH | |
EP0819592B1 (en) | Railway vehicle for combined rail-route-transport and train comprising such a vehicle | |
EP1958845B1 (en) | Railway carriage for passengers, and corresponding passenger transport train | |
FR2693966A1 (en) | Combined road vehicle on rail transport by turntable loader - has two diametrically opposite platforms at right angles to railway with turntable diameter larger than rail wagon wheelbase | |
FR2836882A1 (en) | SYSTEM FOR THE TRANSPORT OF ROAD VEHICLES ON TRAINS MADE OF ROLLING EQUIPMENT AND SPECIAL HANDLING DEVICES | |
FR2591550A1 (en) | Wide rollingstock for special transportation and rake of rolling stock which can be split up | |
FR2676398A1 (en) | Road-rail wagon (truck) | |
BE551399A (en) | RAILWAY VEHICLE WITH LOW-LOADED PLATFORM | |
FR2680492A1 (en) | Railway transport unit carrying a road-going load | |
FR2881096A1 (en) | Nodal terminal for semi-trailer transport, has on its lateral side, traffic lane for wagons carrying semi-trailers, pre-positioning area for semi trailers and double traffic lane, and on its longitudinal side, wagon loading/unloading area |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
PUAI | Public reference made under article 153(3) epc to a published international application that has entered the european phase |
Free format text: ORIGINAL CODE: 0009012 |
|
AK | Designated contracting states |
Kind code of ref document: A1 Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU MC NL PL PT RO SE SI SK TR |
|
AX | Request for extension of the european patent |
Extension state: AL BA HR LV MK YU |
|
17P | Request for examination filed |
Effective date: 20051205 |
|
AKX | Designation fees paid |
Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU MC NL PL PT RO SE SI SK TR |
|
17Q | First examination report despatched |
Effective date: 20060213 |
|
GRAP | Despatch of communication of intention to grant a patent |
Free format text: ORIGINAL CODE: EPIDOSNIGR1 |
|
GRAS | Grant fee paid |
Free format text: ORIGINAL CODE: EPIDOSNIGR3 |
|
GRAA | (expected) grant |
Free format text: ORIGINAL CODE: 0009210 |
|
AK | Designated contracting states |
Kind code of ref document: B1 Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU MC NL PL PT RO SE SI SK TR |
|
REG | Reference to a national code |
Ref country code: GB Ref legal event code: FG4D Free format text: NOT ENGLISH |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: EP |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FG4D Free format text: LANGUAGE OF EP DOCUMENT: FRENCH |
|
REF | Corresponds to: |
Ref document number: 602005020868 Country of ref document: DE Date of ref document: 20100610 Kind code of ref document: P |
|
REG | Reference to a national code |
Ref country code: NL Ref legal event code: VDEP Effective date: 20100428 |
|
LTIE | Lt: invalidation of european patent or patent extension |
Effective date: 20100428 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 Ref country code: ES Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100808 Ref country code: SE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 Ref country code: NL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 |
|
REG | Reference to a national code |
Ref country code: IE Ref legal event code: FD4D |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IS Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100828 Ref country code: FI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 Ref country code: AT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 Ref country code: SI Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100729 Ref country code: PL Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 Ref country code: CY Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: EE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 Ref country code: IE Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 Ref country code: PT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100830 Ref country code: DK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: RO Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 Ref country code: SK Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 Ref country code: CZ Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 |
|
PLBE | No opposition filed within time limit |
Free format text: ORIGINAL CODE: 0009261 |
|
STAA | Information on the status of an ep patent application or granted ep patent |
Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: IT Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 |
|
26N | No opposition filed |
Effective date: 20110131 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: MC Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20110228 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: GB Payment date: 20130129 Year of fee payment: 9 Ref country code: CH Payment date: 20130130 Year of fee payment: 9 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: LU Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20110209 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: BE Payment date: 20130128 Year of fee payment: 9 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: BG Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100728 Ref country code: TR Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: HU Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT Effective date: 20100428 |
|
BERE | Be: lapsed |
Owner name: ARBEL, CLAUDE Effective date: 20140228 |
|
REG | Reference to a national code |
Ref country code: CH Ref legal event code: PL |
|
GBPC | Gb: european patent ceased through non-payment of renewal fee |
Effective date: 20140209 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: CH Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20140228 Ref country code: LI Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20140228 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: GB Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20140209 Ref country code: BE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20140228 |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: PLFP Year of fee payment: 12 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: DE Payment date: 20160121 Year of fee payment: 12 |
|
PGFP | Annual fee paid to national office [announced via postgrant information from national office to epo] |
Ref country code: FR Payment date: 20160229 Year of fee payment: 12 |
|
REG | Reference to a national code |
Ref country code: DE Ref legal event code: R119 Ref document number: 602005020868 Country of ref document: DE |
|
REG | Reference to a national code |
Ref country code: FR Ref legal event code: ST Effective date: 20171031 |
|
PG25 | Lapsed in a contracting state [announced via postgrant information from national office to epo] |
Ref country code: FR Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20170228 Ref country code: DE Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES Effective date: 20170901 |