Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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DESCRIPTION
"MULTIMODAL WAGON, METHOD OF OPERATION FOR ENTERING AND
EXITING GOODS AND USE THEREOF"
Technical Field of the invention
The present invention relates to a multimodal wagon of the
"Picker" type which is a towed rail vehicle and which is
intended to transport, in its interior, road goods
vehicles, more particularly lorries with or without semi-
trailers or mainly semi-trailers.
The wagon herein disclosed is able to satisfy the
increasing ecological and economic motivation, which
presently provides an increasingly imperative role to the
transport of goods in a more efficient and environment-
friendly fashion.
The wagon allows combining the advantages of these two
transportation modes: the economy, efficiency and speed of
railway mode, with the unique adaptability and flexibility
of road transportation mode.
State of the art
For a long time, an effort has been made towards railway
transportation of road goods vehicles, some solutions
allowing so being already available in the market. However,
technical complexities, either of operation or manufacture
and/or maintenance nature, inherent to such vehicles have
not allowed the generalization of the manufacture and use
thereof. Wagons forming part of the state of the art fall
systematically within one of the following categories:
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1. Wagons structurally simple, of easy and inexpensive
production and maintenance. However, this type of wagon
requires heavy, complex and expensive equipment to perform
the operation, in this case, to load and unload road
vehicles to/from their inside, an operation which is not
possible to be performed at any location. This category
includes the so-called flat wagons, or alternatively pocket
wagons, or also spine wagons. This category also includes
other wagons which are more modern, having a rotary hub and
a faster performance, but which still require complex
equipment installed at the relevant and only terminals,
where they can operate.
2. Wagons that do not require any external equipment to
operate and which may even load or unload a vehicle to and
from the inside thereof virtually anywhere. In this case,
these wagons are structurally complex, having multiple and
expensive embedded equipment/mechanisms, such as electric
motors and/or several and expensive hydraulic equipment.
These are therefore too expensive equipments, both in
manufacture and maintenance terms, and are also of meager
reliability.
The difficulty in finding a technical solution, in this
case being a wagon, which may be of easy and cost-effective
manufacture, and also of easy and cost-effective
maintenance and operation, has shown that, over time, none
of the existing solutions has succeeded on the world
freight market.
At this point, the object of the present invention shall
play an important role since a wagon shall be disclosed for
the first time, combining: an easy and cost-effective
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conception, manufacture and purchase; along with ease,
cost-effectiveness, versatility, speed and reliability in
the use and/or maintenance thereof.
Summary of the Invention
The aim of the present invention is to provide a multimodal
wagon having a structure comprising the following elements:
- Central hub (16);
- Coupling hubs (15);
- Coupling hub receptacles (32);
- Coupling tips (1);
- Inner ramp system (12);
- Closing system;
- Automatic ramps (5) to aid the entry/exit of the road
vehicle;
- Automatic coupling of the compressed air system;
- Mechanisms for selecting/shutting-off compressed air;
- Lower wheel system (6) for the support and maintenance of
central hub alignment;
- Articulated coupling hub system on the same bogie;
- Damped core plug system.
In a preferred embodiment of the present invention, the
multimodal wagon includes a central hub (16) comprising the
use of longitudinal frames (4), central frames, centre (2)
and top (3) reinforcing structure and lower contact
surfaces.
In another preferred embodiment of the invention, the
multimodal wagon includes longitudinal frames (4) which are
arranged in a lowered position below the maximum height of
the wheels of the road vehicle.
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In a preferred embodiment of the present invention, the
multimodal wagon includes central frames which are arranged
in a position which is parallel to the longitudinal frames
(4) placed in the inner center of the wagon, joined at one
top to the centre reinforcing structure (2), and at the
other top to the top reinforcing structure (3).
Still in another preferred embodiment of the invention, the
multimodal wagon includes central frames which are joined
together by metal bars.
In a preferred embodiment of the present invention, the
multimodal wagon includes lower contact surfaces which are
made of a 10mm-thick thin sheet plate.
Still in another preferred embodiment of the invention, the
multimodal wagon includes transition zones from the contact
surfaces to the sides/frames which are carried out at a
clearance angle exceeding 90 .
In a preferred embodiment of the present invention, the
multimodal wagon includes a coupling hub (15) which is
arranged on each of both wagon tops being directly coupled
to the upper part of each bogie, by means of the
conventional and standard core plug-rivet system.
Still in another preferred embodiment of the invention, the
multimodal wagon includes coupling hub receptacles (32)
which are arranged in a lateral position, thus acting as
containers, inside which the inner ramps (12), along which
drawbars (1) shall slide, are arranged or positioned.
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In a preferred embodiment of the present invention, the
multimodal wagon includes coupling hub receptacles (32)
which are arranged in a lowered, lateral and surrounding
fashion in respect to the bogie.
Still in another preferred embodiment of the invention, the
multimodal wagon includes coupling tips/drawbars (1) which
are arranged at the ends/tops of the bed, two tips being at
each end.
In a preferred embodiment of the present invention, the
multimodal wagon includes free ends of the coupling
tips/drawbars (1) which are provided with rolling elements
(7) and tips of conical or triangular section (8).
Still in another preferred embodiment of the invention, the
multimodal wagon includes coupling tips/ drawbars (1) which
have a recess (31) on the fixed lower end thereof.
In a preferred embodiment of the present invention, the
multimodal wagon includes ramps (12) which are arranged
within the receptacles.
Still in another preferred embodiment of the invention, the
multimodal wagon includes ramps (12) comprising a small
housing (30).
In a preferred embodiment of the present invention, the
multimodal wagon has a latch (9) consisting of two hook-
like metal parts, which are joined by the same shaft and
placed in the upper inner part of the side hub receptacles.
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Still in another preferred embodiment of the invention, the
multimodal wagon includes a closing system comprising a
latch safety device (10) consisting of a metal rod or
shaft.
In a preferred embodiment of the present invention, the
multimodal wagon includes automatic ramps (5) for assisting
the entry/exit of the road vehicle, which are made up of
simple metal structures, which are fixed and articulated on
the wagon bed.
Still in another preferred embodiment of the invention, the
multimodal wagon includes the automatic coupling of the
compressed air system comprising two brake hose nozzles
(18), similar to standard nozzles (UIC) but lacking the
"flaps", a spring (19) and a guiding assembly obtained by
the "tongue-groove" design of two side parts surrounding
the nozzles (18).
In a preferred embodiment of the present invention, the
multimodal wagon includes mechanisms for
selecting/shutting-off compressed air comprising two
standard (UIC) taps/ air starting/shut-off valves (20) for
the connection between railway vehicles, the valves being
arranged on the main hose.
Still in another preferred embodiment of the invention, the
multimodal wagon includes a lower wheel system for the
support and maintenance of the central hub alignment,
consisting of two small wheels (6) arranged beneath the
central hub, at each of the two top ends thereof.
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In a preferred embodiment of the present invention, the
multimodal wagon includes an articulated coupling hub
system on the same bogie consisting of a set of wagons in
which two central hubs share the same bogie on each top
thereof.
Still in another preferred embodiment of the invention, the
multimodal wagon includes a damped core plug system
consisting of a simple and standard core plug-rivet type
coupling (22) housed within the inner end of a box (27).
It is a further objective of the present invention, to
describe a method of operation for entering and exiting
goods in and from the multimodal wagon, comprising the
following steps:
- the operator removes the safety device (10) from the
latch;
- he lifts the latch (9) and shuts off the compressed air
supply into the top intended to de opened;
- the operator instructs the driver to move forward with
the set of wagons;
- the central hub disengages from the coupling hub, thus
totally separating therefrom;
- the central hub will slip down as a result of the
coupling tips (1) sliding along the inner ramps (12)
present in the receptacles (32) of the coupling hub, thus
shortening their distance to the contact surfaces/tracks,
until resting thereupon by means of the settlement of the
lower wheels (6);
- the top ramps (5) automatically descend thereby being
prepared for the entry/exit of any road vehicle.
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A further object of the present invention is to describe
the use of the multimodal wagon in the transportation of
road vehicles.
Description of the invention
The present invention relates to a multimodal wagon of the
"Picker" type which is a towed rail vehicle and which is
intended to transport, in its interior, road goods
vehicles, more particularly lorries with or without semi-
trailers or mainly semi-trailers.
The wagon now presented is as simple as any other wagon,
operating practically anywhere, in quick and simple fashion
and without requiring any additional equipment or resource.
The operation of the present wagon is based on the
principle of a maximum recovery from existing and currently
available resources in sets of wagons. In order to operate,
this wagon as the only driving force as provided by the
tensile force of any locomotive or the like which, as a
rule, already exists in any railway set of wagons. An
unique and strategic structural arrangement is the main
point of the operation thereof, whereto some support and/or
safety equipment and fittings are added.
A simple, fast, efficient and reliable operation is
additionally achieved, and with no need for other operation
resources, with the possibility of such being able to occur
virtually anywhere and with any type of road vehicle, thus
providing it with an utmost adaptability and flexibility of
use.
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The benefits also extend to maintenance and repair
operations which become much easier. It is no longer
necessary, as so far observed, to proceed with
sending/removing an entire wagon whenever it needs to go to
the repair shop. With the present invention, the plain
displacement of the bogie along with the coupling hubs is
sufficient in most cases, and the use of an ordinary stack
conveyor or equivalent is sufficient in order to do so, the
open wagon being therefore picked and relocated to the
repair shop. Since there is no need to accommodate the
entire wagon, the same repair shop may also be much smaller
when compared to traditional wagon maintenance/repair
workshops.
Brief Description of the Drawings
For an easier understanding of the invention, drawings are
herein attached, which represent preferred embodiments of
the invention but which are not intended to limit the scope
of the present invention.
Figure 1 is a perspective view of the central hub, which is
removable and therefore being able to completely part from
the coupling hubs, which are arranged at the ends of the
wagon and are directly coupled to each bogie. This figure
depicts the following elements:
1 - Drawbar;
2 - Centre reinforcing structure;
3 - Top reinforcing structure;
4 - Longitudinal frames;
- Automatic ramps.
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Figure 2 is a detailed bottom perspective view, of the
central hub ends. This figure depicts the following
elements:
1 - Drawbar;
5 - Automatic ramps;
6 - Wheels;
7 - Rolling elements;
8 - Self-centering elements;
13 - Skids;
31 - Recess.
Figure 3 is a side view of the coupling hubs with the side
receptacle being depicted in transparency, thus being
possible to observe, inter alia, how the inner ramp system
is coupled to the coupling tips, respective fittings and
latch system. This figure depicts the following elements:
1 - Drawbar;
6 - Wheels;
7 - Rolling elements;
8 - Self-centering elements;
9 - Latches;
10 - Latch safety device;
11 - Rolling element;
12 - Inner ramp;
13 - Skids;
31 - Recess.
Figure 4 shows a front view of the coupling hubs, the side
receptacles being still visible, as well as their fittings
and how they surround the entire bogie. This figure depicts
the following elements:
11 - Rolling element;
12 - Inner ramp;
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14 - Cylindrical rollers;
32 - Coupling hub receptacles.
Figure 5 shows a detailed plant perspective view of the
central hub ends. This figure depicts the following
elements:
- Automatic ramps;
13 - Skids.
Figure 6 is a schematic view of the latch system detail
when the wagon is ready to be opened. This figure depicts
the following elements:
9 - Latches;
- Latch safety device.
Figure 7 is a schematic view of the structural
configuration of the wagon, identifying the three main
sections composing it, further simulating the wagon in a
loaded state with the road vehicle and at a closed/moving
forward position. This figure depicts the following
elements:
- Coupling hubs;
16 -Central hub.
Figure 8 is a perspective view of the entire wagon
structure. This figure depicts the following elements:
1 - Drawbar;
2 - Centre reinforcing structure;
3 - Top reinforcing structure;
4 - Longitudinal frames;
5 - Automatic ramps;
8 - Self-centering elements;
9 - Latches;
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13 - Skids;
32 - coupling hub receptacles.
Figure 9 is a schematic view of the automatic coupling of
the compressed air system. Upon opened wagon position
(superior) and closed wagon position (inferior). This
figure depicts the following elements:
17 - Toothed wheels;
18 - Brake hose nozzles;
19 - Spring;
20 - Taps/ air starting/shut-off valves;
21 - Mechanisms/cross-members.
Figure 10 is a schematic view of the same operation
principle, but in this case applied to an articulate
coupling hub system, and which will allow the combination
of block-type sets of wagons, as shown in Fig. 11, instead
of an individual wagon as shown in Figures 7 and 8.
Figure 11 shows the possible final appearance of a block-
type set of wagons, by using said articulated coupling hub
system. In this case, the figure is displayed in moving
forward state.
Figure 12 shows the possible final appearance of a set of
wagons, by using the said articulated coupling hub system.
In this case, the wagon is in opened position. It is
therefore possible for the truck to enter the wagon through
one end of the central hub, and to exit through the other
end.
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Figure 13 is a perspective and top view of the damped core
plug system which acts as a joint between the two coupling
hubs and the said articulated system. This figure depicts
the following elements:
22 - Core plug-rivet type coupling;
23 - Damping set;
24 - Coupling flange;
25 - Plate;
26 -Shaft;
27 - Box.
Figure 14 is a front view of said articulated coupling hub
system, the side receptacles being still visible, as well
as their fittings and how they are positioned with regard
to each other and to the bogie. This figure depicts the
following elements:
27 - Box;
28 - Coupling hub;
29 - Coupling hub.
Detailed Description of the Invention
The present invention relates to a multimodal wagon of the
"Picker" type which is a towed railway vehicle and which is
intended to transport, in its interior, road goods
vehicles, more particularly lorries with or without semi-
trailers or mainly semi-trailers.
Thus, in addition to its particular mode of operation the
wagon has a (box/bed) structure that stands out by the use
of the following components:
1. Central hub;
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2. Coupling hubs);
3. Coupling hub receptacles;
4. Coupling tips;
5. Inner ramp system (12);
6. Locking system (latch) and respective safety device;
7. Automatic ramps (5) to assist the entry/exit of the road
vehicle;
8. Automatic coupling of the compressed air system;
9. Mechanisms for selecting/shutting-off compressed air;
10. Lower wheel system for the support and maintenance of
central hub alignment;
11. Articulated coupling hub system on the same bogie;
12. Damped core plug system.
Central hub
The base/novelty of the bed is projected in design/geometry
by associating the necessary functional characteristics
with the technical requirements of construction currently
in force. In the same bed the following elements stand out:
Longitudinal frames (4) - These elements are mainly
responsible for the structural strength of the assembly.
Located at a lowered position, beneath the maximum height
of the wheels of a road vehicle, they do not allow under
any circumstances that any contact occurs between them and
the rigid structure of the trailer/semi-trailer of the road
vehicle. This solution avoids any damage thereof, given
that any possible contact would only occur with the tires.
The frames (4) in this position also aim at constantly
allowing the entry/exit of the driver into and from the
road vehicle, since its maximum height in this area will be
below the door of the truck cabin. However, if necessary,
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these frames (4) will be able to be lifted/reinforced in
the middle area, where stresses via the maximum bending
moment are higher, thus an increase in structural strength
thereof being obtained and consequently of the entire
wagon.
Central frames - parallel to the above frames but of much
lower height and placed in the inner center of the wagon,
these structures, preferably consisting of standard
beams/profiles are joined at one top to the centre
reinforcing structure (2), and at the other top to top
reinforcing structures (3). These frames are also joined
together by metal bars, the structural integrity of the
whole central framework being thus reinforced.
Central (2) and top (3) reinforcing structures - taking
advantage from the lower areas of the road goods vehicles,
wherein the height from the ground is increased, typically
at the tops and at the center sections, these structures
are slightly lifted in respect to the remainder wagon
contact surface, thus playing an important role in the
structural reinforcement of the entire bed.
Lower contact surfaces - Areas where the wheels of the road
vehicle, when in their final resting position, are
positioned. Preferably consisting of a 10mm-thick thin
sheet plate, it is calculated/chosen in order to withstand
the stresses applied thereonto by the tires of a road
vehicle when in full load. At all ends in the coupling
areas with the reinforcing structures, and in order to
compensate for the slight height difference, small metal
ramps are applied. A smooth transition between them and the
contact surfaces is thus allowed. Similarly, the transition
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zones from the contact surface to the wagon sides/frames
will not extend at right angles, but rather at a clearance
angle exceeding 900. This last characteristic, namely the
obtuse angle in side transition zones, has two main
objectives: firstly, it makes the most of the railway
loading gauge at lower limits, and secondly, it does not
allow the sides of the road vehicle to approach the sides
of the wagon, since the truck wheels, when tight at their
lowest area and with reduced play between them and the
wagon, are perfectly guided and truck then being hindered
from deviating from a straight path. This is possible by
taking advantage of the deformation capacity of road
vehicle tires with no effect/damage of the same.
Coupling hubs (15)
It is the structure located on each of both tops of the
wagon and directly coupled to the upper part of each bogie
via the conventional and standard core plug-rivet system.
It is provided with the typical traction, shock and brake
bodies/components. It is also the structure to and from
whose ends the central hub shall couple and/or separate.
Coupling hub receptacles (32)
Positioned on the coupling hubs, at a side position, these
receptacles take up the shape of slightly closed boxes, in
the interior thereof, and its bottom area is provided with
the inner ramps (12) through which the drawbars (1) shall
slide and which will serve the raising/lowering system of
the bed. The novelty of this device also lies in its
positioning: recessed to, lateral to and surrounding the
bogie, but always allowing the rotation thereof for curve
insertion purposes, even in curves with a radius inferior
to 75 meters.
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Coupling tips /drawbars (1)
Two tips are located at the ends/top of the bed, at each
end thereof. Conceived in metal material, they shall be
responsible for raising and supporting the bed, up to its
final resting position on the inner ramps of the
receptacles. Each of these four tips/drawbars are applied
laterally to each of the four side edges of the frames.
This lateral and non-contiguous positioning to the frames
allows making the most of cinematic gauge available in that
area. Two fundamental ideas are therefore and
simultaneously allowed: to surround the bogie without it
being restricted in terms of its maximum rotation maneuver
in curves with a radius of 75 m, and obtaining a sturdily
built given the generous cross-section thus obtained. At
the free ends thereof two basic components are provided:
the rolling elements (7) allowing a smooth movement with
minimum friction and wear, and the tips of conical or
triangular section (8), which are an important passive
self-centering mechanism during closing/coupling maneuvers.
As for its configuration, highlight is given to its inner
surface which, in terms of slope, strictly follows the
slope of the upper surfaces of the receptacle inner ramps.
Objective: When at rest and with the wagon in opened
position, each shall cooperate together, thus
simulating/forming a single solid body with homogeneous
distribution of compressive stress, resulting from the
weight of the central hub, across the wide contact area.
Highlight should be given to the flat area with
approximately 150 mm at the free end, with no
gradient/slope. This will be used for creating extra
friction and thus prevent the opening of the wagon and
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provide for a better operation of the automatic coupling of
the compressed air system. As far as these drawbars are
concerned reference should also be made to a small recess
(31) at the fixed lower end and is which is designed for
the housing/resting of the rolling element (11) present in
the receptacles. This rolling element is arranged
immediately before each inner ramp and is slightly raised
in respect thereto.
Last but not least, highlight should be given to the
"toothed" ramp(s) present on the upper part of each
drawbar, close to the far end, which act as a stop for the
hook/latch (9), when the wagon is in closed position.
Inner ramp system (12) on the coupling hubs
As already mentioned, these inner ramps (12) are positioned
within the receptacles and act as a foundation/support for
the drawbars in two different situations: during
raising/lowering maneuvers in which case contact is made
via the bearing(s) at the free end of the drawbar (7)
and/or the rolling element (11) at the beginning of each
ramp. As far as its configuration is concerned, the upper
surface shall accurately follow the inclination given to
the bottom surface of the drawbars (1) and the bottom
surface may be flat. Reference should be made to the same
flat end area and, at the end thereof, to a small housing
(30), intended for the rest of the roller(s) (7) when the
wagon is in closed position.
Locking system (latch) and relevant safety device
This system ensures the safety of the wagon when closed,
i.e., it maintains its integrity as a single object, only
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allowing the decoupling/opening thereof, when actuated by
the operator.
Both hubs are provided with a latch (9) comprising two
hook-like metal parts, joined by the same shaft and placed
at the upper inner area of the side receptacles of the
hubs. The utility of each: "raising" the small ramp/tooth
on the top of each drawbar, upon closing operation, so that
subsequently to the wagon being closed, they may rest
thereon. From that moment on, any movement of the drawbar
towards opening the wagon is prevented, as can be seen in
Fig. 3.
These two hooks are further provided with a handle or other
similar element. It is intended to allow for an operator
intending to open the wagon, to do so on either side of the
wagon, simply by grabbing said ledge, actuating/rotating
the hook thereby releasing the drawbar from the lock
exerted on the tooth. Moreover, the hook and shaft
combination thereof, is balanced in terms of mass, so that
when no force is applied thereonto, a natural/usual
position, wherein the hook is nearly at an horizontal
arrangement, is observed. Objective: To maintain this part
in a position allowing the automatic locking of the wagon
during closing operation. If necessary, and for this
purpose, masses may be applied onto the same shaft, for
maintaining/achieving such balance.
Another component of primary importance in this set is the
so-called a latch safety device (10). Basically, it is a
metal rod or shaft which, after closure of the wagon and
while the latch hook is in its resting position on the
tooth and by the action of the operator on either side of
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the wagon, moves or is placed on top of the hook. Thus, the
movement of the hook towards unlocking/opening of the wagon
is prevented. It should also be noted that this device is
of hindered movement, which in this case is achieved by
slots that must be aligned with ribs/projections in the
present shaft, so that it becomes the only way in which it
may move and unlock the hook. Objective: to prevent the
spontaneous opening/movement of the device.
Automatic ramps (5) to assist the entry/exit of the road
vehicle
In order for road vehicles to easily overcome the small
height, about 15 cm, of the entry/exit into and from the
wagon in that area, the wagon is provided with two small
ramps (5), one at each end thereof. Basically, they consist
of simple metal structures, which are fixed and articulated
in the bed of the wagon. By default, when not subject to
any force, this ramp will remain in a nearly horizontal
position, nevertheless not contacting the ground. This is
achieved through the action of a spring or similar element,
which holds the ramp at a minimum height from the ground
without however contacting it, which occurs only when and
as desired. The ramp is "stepped on" by the tire/wheel of
the road vehicle, whereupon, once the effort of the spring
is overcome, the ramp is forced to descend and consequently
to rest on/ contact the ground, thus acting to assist the
raising/lowering of the truck to/from the inside of the
wagon.
Reference should be made in this device to its fully
automatic operation, either during the lowering process
upon the opening of the wagon, or during the raising
process upon the closing thereof. This is achieved by the
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action of the skids (13) on each ramp, each being arranged
at each of both side ends thereof, and which, when the ramp
is in a horizontal position and upon the approach of the
coupling hub during the closing of the wagon, contact with
the cylindrical rollers (14). While proceeding with the
approach movement, these rollers will cross the skids
simultaneously and, subsequently, they will force the ramp
to rise until it reaches a vertical position by the end of
the closing movement of the wagon. Then, by permanent
contact/pressure of the cylindrical rollers in its lower
section, the ramp will remain "tidy" and locked in that
position, an additional barrier being further provided
against possible longitudinal displacements of the truck.
The lowering/opening process thereof will be carried out by
the opposite movement towards opening the wagon, in which
case the ramp shall be lowered down to its horizontal
position, by gravitational influence and no longer subject
to the pressure applied by the roller, which moves away
with the hub, the ramp without ever touching the ground and
being ready once again for the entry/exit of the road
vehicle.
Automatic coupling of the compressed air system
Given that wagons of this type need to be opened, which in
practical terms implies a total separation/fractionation of
the wagon into two or three parts, then there is the need
to create a fast, simple, efficient and reliable
method/mechanism, which can undertake the shutt-off/start
of the compressed air hose traversing the entire set of
wagons. This is achieved by the present wagon through a
mechanism whose system is illustrated in Fig. 9. Its main
components: two brake hose nozzles (18), similar to
standard nozzles (UIC) but lacking the "flaps", a spring
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(19) and a guiding assembly obtained by the "tongue-groove"
design of two side parts surrounding the nozzles (18).
Principle of operation: in the final stage of wagon
closure, the two nozzles, perfectly aligned with the action
of the guide assembly, contact one another, and the contact
is "tightened" as the wagon reaches its end and closed
position, from a specific movement, the spring comes into
action compressing behind a nozzle and consequently
restricting the clamping force applied onto both
components. The result: when the process of locking the
wagon is complete, the coupling thus formed by the two
nozzles is firm by the action of stress applied by the
spring and it is also stable in terms of positioning, since
this being assured by the wagon latch. The
opening/uncoupling action takes place in contrary
operation, i.e. opening operation of the wagon. It should
be noted that the entire assembly further rests on a
base/resilient supports. This allows compensating for the
slight lowering/misalignment occurring during the final
stage of closing operation of the wagon, when the rolling
body on the drawbar tips enters inside its final housing in
the inner ramps (12). The upper part of Fig. 9 illustrates
the assembly in the open position of the wagon and the
lower section illustrates the closed position of the wagon.
Mechanisms for selecting/shutting-of compressed air
Complementary to the previous system, a mechanism for
selecting/shutting-off compressed air is provided. Its
objective: to shut-off the supply of compressed air and
thus actuate the brake of the set of wagons according to
wagon opening/closing requirements.
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Summary of its composition: two standard (UIC) taps/ air
starting/shut-off valves (20) for the connection between
railway vehicles, the valves being arranged on the main
hose. These are operable, from the control section on the
coupling hub, by mechanisms/cross-members (21). In order to
control the valve located in the central hub, use is made
of an assembly consisting of two half gears (17) which
abut/move away depending on whether the wagon is closed or
opened. Each wagon comprises two such assemblies, each
being arranged in the transition zone/section between the
coupling and central hubs. Thus, all the operator has to do
during opening operations of the wagon is to operate, on
the section/top intended to be opened, the valve allowing
to exhaust compressed air from the section intended to be
immobilized. Therefore, the part of the wagon/set of
wagons, which is intended to be moved away, will still be
supplied with compressed air and will still be operable by
the driver, wherein the part that will be left behind
without compressed air, shall be immobilized as required.
Upon closing of the wagon, the nozzles will again join
together, so that, subsequently to the closure operation of
the wagon, all the operator has to do is open the valve
that was previously closed. This will reset the air
pressure in the main hose, in which case the brake will be
automatically relieved in this section, allowing the driver
to drive the same and allowing the operator, if applied, to
move over to the next wagon/section intended to be closed.
Lower wheel system for the support and maintenance of
central hub alignment
Two small wheels (6) are placed beneath the central hub in
each of the two top ends thereof. Objective: to act as
contact between the central hub and the rail when the first
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one is separated from the coupling hubs. Thus, in addition
to a safe and perfectly aligned settlement of the central
hub, and as the wheels have a railway profile, including a
flange, it may still be moved independently on the rails
making the open/close operations possible, not only on a
parting/approaching movement of the coupling hubs, but also
and alternatively on a parting/approaching movement of the
central hub.
Articulated coupling hub system on the same bogie
This system allows simplifying and optimizing the set of
wagons, commonly known as train. Based on the assumption
that in long-distance travels, the mere transportation of
semi-trailers is preferred over the entire truck, including
semi-trailer with a tractor, we are therefore provided
under these conditions with the possibility to set up a
wagon with lesser requirements, either in terms of maximum
load capacity, or in terms of the length thereof. Thus, it
becomes possible for a single bogie to be capable to obtain
sufficient load capacity to support the entire weight of a
wagon, thus avoiding the construction of a separate wagon
as shown in Figs. 7 and 8 with two bogies, one at each top,
a possibility being provided towards the creation of a new
kind of train (fig. 11) a (block type) set of wagons in
which two central (load) hubs share the same bogie at each
top thereof, which in this case, is placed on the top
thereof and wherein two coupling hubs (28 and 29) are
arranged one on top of the other. The advantages inherent
to this new arrangement are many, namely: simpler and more
cost-effective wagons as waiving from a bogie and traction
and shock components. The set of wagons in itself is also
further improved, since carrying much less tare and since
its length is highly reduced for the same load capacity.
CA 02838794 2013-12-09
Moreover, the purchase and maintenance costs of the wagon,
are also significantly reduced, since having fewer
components.
Damped core plug system
It is an essential component for the establishment and
operation of the articulated coupling hub system. It
consists of and operates as follows: a simple and standard
core plug and rivet (22) is housed in the inner end of a
box (27) along which it may move longitudinally. In one of
its ends, this core plug and rivet interact with a shaft
end (26), which in turn and moving in the direction of the
core plug interacts with the plate/disk (25) and is free
from the other disk (24); when moving on the opposite
direction, it shall interact with the other disk (24) and
be free from the disk (25); between these two plates there
is also provided a standard damping assembly (23) for use
in railway traction devices. Summarizing the operation: by
moving the core plug (22) in the direction of the disks
(24) and plates (25) a simultaneous displacement of disk
(24) occurs which interacts with the shaft (26) against the
plate (25), this displacement being however damped by the
assembly (23) which is thus compressed between the plates.
Upon reverse movement, the opposite occurs, i.e., the plate
(25) cooperates with the shaft (26) towards the disk (24),
once again compressing the damping assembly (23) between
them two. Main function of this system: in addition to
establishing the critical coupling between the two coupling
hubs, which are arranged on the same bogie, thus allowing
traction to be transferred to the remainder set of wagons,
it also and mainly plays a damping role upon transferring
this effort/pull movement in either direction. Basically,
this component will undertake in this assembly the same
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functions as the usual shock and traction systems in the
classic version of an autonomous wagon.
Mode of operation - Either being an autonomous wagon or an
articulated wagon, its mode of operation, including opening
and closing thereof, is the same and occurs as follows:
In order to proceed with the opening thereof, the operator
removes the safety device (10) from the latch, lifts the
latch (9) and shuts off the compressed air supply into the
top intended to open. The operator instructs the driver to
move forward with the set of wagons, from this moment on,
upon the movement and on the same wagon top, the central
hub disengages from the coupling hub, thus totally
separating therefrom. By doing so, the central hub (16)
will also slip down as a result of the coupling tips (1)
sliding along the inner ramps (12) present in the
receptacles (32) of the coupling hub, thus shortening their
distance to the contact surfaces/tracks, until resting
thereupon by means of the settlement of the lower wheels
(6). By this time, the top ramps (5) automatically descend
thereby being prepared for the entry/exit of any road
vehicle into/from the wagon. The closing procedure follows
the same principle, simply by moving the set of wagons in
backward direction, until starting position is achieved. In
reverse order, all takes place automatically, until the
wagon is once more closed and the operator needs only to
place the safety device on the latch and open the
compressed air shut-off tab so that the wagon is again able
to circulation.
Practical applications - Wagons of this type are of
operation will be intended for transporting road vehicles,
CA 02838794 2013-12-09
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more specifically, heavy goods vehicles. It is particularly
relevant given the current ecological constraints and
economical conditions/restrictions which give rise to the
urgent need towards a decrease on the use of transport
means exclusively relying on fossil fuels, as is the case
of the road transportation.
This vehicle, of simple manufacturing and maintenance
nature and lacking special operation means, will basically
be able to de loaded and unloaded with a truck at any
railway point, for such requiring mainly a surrounding
ground which is appropriate for the relocation of the road
vehicle intended to be loaded/unloaded, and since this is
the already existing condition in any currently existing
logistics platform, it shall be possible to promptly
relocate and operate the wagons among them; railway
stations, with minor changes, could also be used for this
purpose. The economic, ecological and public health
advantages are also immediate and obvious: by removing
trucks from the roads and allowing them to carry goods by
railway tracks, in a more efficient fashion, thus giving
way to savings in terms of greenhouse effect, fossil fuel
consumption, and further contributing to an improvement on
human health and welfare.
Preferred embodiment - Nowadays, the construction of rail
freight wagons complies with a series of specifications
that must be observed. Vital components directly associated
with safety, as well as with some performance requirements,
are nowadays subject to strict regulation/standards by the
relevant and competent authorities in each country. Among
others, these requirements are also intended to ensure a
correct interoperability or compatibility among vehicles.
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These factors thus have to be taken into account during the
production of any wagon, there being countless advantages,
even economic, to constantly seek the use of existing,
approved and marketed components. On the other hand, the
prior-knowledge on these components will further provide
the future owner or user with an easier and more cost-
effective maintenance thereof.
The wagon herein disclosed followed these principles.
Therefore, a wagon is obtained in which composition use
can/should be made of the following components, which are
already available in the market and duly approved: bogies,
brake components, suspension, rolling, traction and shock
bodies and other support/safety fittings. Thus, this wagon
is compatible with all those existing in the market,
another advantage emerging which is based on the fact that
it is capable of making the most of the various existing
railways. This is also the reason why the present document
refers to these components for illustration purposes,
wherein they are of no relevant importance in the present
wagon, since it is capable to adapt to each and every one
of them, depending mainly on the requirements inherent to
the network wherein it is intended to operate and/or on
client demand.
The following claims further emphasize particular
embodiments of the invention.
