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EP 1 034 105 B1 |
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EUROPEAN PATENT SPECIFICATION |
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Mention of the grant of the patent: |
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12.03.2003 Bulletin 2003/11 |
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Date of filing: 04.12.1998 |
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International application number: |
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PCT/GB9803/606 |
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International publication number: |
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WO 9902/9553 (17.06.1999 Gazette 1999/24) |
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RAIL TRANSPORT UNIT FOR TRANSPORTING PALLETISED OR HIGH VOLUME LOADS
AUF GLEISEN VERFAHRBARE TRANSPORTEINHEIT ZUM TRANSPORT VON PALLETTIERTEN ODER GROSSVOLUMIGEN
LADUNGEN
UNITE DE TRANSPORT PAR RAIL POUR TRANSPORTER DES CHARGES EN PALETTES OU A GROS VOLUME
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Designated Contracting States: |
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AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE |
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Designated Extension States: |
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AL LT LV RO SI |
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Priority: |
05.12.1997 GB 9725702
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Date of publication of application: |
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13.09.2000 Bulletin 2000/37 |
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Proprietor: Babcock Support Services Limited |
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Rosyth,
Fife KY11 2YD (GB) |
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Inventor: |
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- ORD, Robert, Malcolm
Woodham
Surrey KT15 3DX (GB)
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Representative: Feakins, Graham Allan et al |
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RAWORTH, MOSS & COOK
RAWORTH HOUSE
36 Sydenham Road Croydon, Surrey CRO 2EF Croydon, Surrey CRO 2EF (GB) |
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References cited: :
DE-A- 19 513 144 GB-A- 2 123 466
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FR-A- 2 531 390 GB-A- 2 179 630
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Note: Within nine months from the publication of the mention of the grant of the European
patent, any person may give notice to the European Patent Office of opposition to
the European patent
granted. Notice of opposition shall be filed in a written reasoned statement. It shall
not be deemed to
have been filed until the opposition fee has been paid. (Art. 99(1) European Patent
Convention).
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[0001] This invention relates to a rail transport unit particularly but not exclusively
being a part of a rail freight vehicle or being a swap body for a rail vehicle. The
unit is useful for transporting palletised or high volume loads.
[0002] Rail vehicles for transporting palletised or high volume loads are often restricted
by the shape of the rail structure gauge. Britain is extremely disadvantaged because
the rail structure gauge is curved at the top to accommodate tunnels and bridges and
is very narrow at the bottom to provide clearance for passenger platforms.
[0003] Road vehicles are typically square in section and permitted heights allow vehicles
to accommodate high volume loads. Many such vehicles have curtain sides which allow
full height side access.
[0004] The normal rail structure gauge in Britain is called W6. There is also an enhanced
rail structure gauge running from the Channel Tunnel to Intermodal Terminals. This
gauge, called SB1 (Swap Body One), and also W9, is the W6 gauge plus "ears" in the
top corners to accommodate containers or swap bodies or flat wagons. The SB1 gauge
however is provided only for de-mountable loads. After the load is removed the wagon
remains in the W6 gauge and can therefore travel unrestricted to workshops and so
around the British rail network. There is a problem in providing a rail transport
unit which can use SB1 gauge to its fullest extent and then when unloaded to use the
more restricted W6 gauge. Whilst documents such as DE-A-195 13 144 propose releasing
the curtain sides of a rail vehicle and then winding up the longitudinal roof edge
structure when the vehicle is stationary to facilitate loading and unloading, there
has never been with knowledge a proposal to provide arrangements to do the reverse,
that is, by lowering the roof edge structure. Indeed such a reverse arrangement requires
adaption to any such arrangement as that in DE '144 above.
[0005] According to the present invention there is provided a rail transport unit for transporting
a load comprising a body for mounting on wheels, the body comprising an under-frame,
a roof and vertical roof support means mounted to the under-frame for supporting the
roof, the roof having a longitudinal edge structure on each side, and curtain sides
suspended therefrom, the height of the outer longitudinal edge of the structure being
adjustable with respect to the roof, whereas the outer longitudinal edge of the structure
is adjustable to a desired position with respect to the roof and is positively stopped
from falling below the desired position and characterised in that the curtain sides
are arranged to be tensioned against the edge structure stopped at a positive stop
location.
[0006] By adjusting the outer edge of the roof upwards it is possible to load up the unit
to the roof to the full SB1 or UIC B+ gauge and then after unloading to lower the
roof edge so that it can negotiate British W6 gauge which is lower at the edges than
the SB1 gauge. For explanation of the SB1 and W6 gauges see Figure 1.
[0007] The unit can be either a rail/road carried unit such as a swap body or else can be
part of a rail vehicle or wagon.
[0008] In one embodiment the outer edge of the roof can have a dependent portion or members
so that by raising the outer edge loading to the roof is possible. Then when loading
is complete, the edge is lowered to clamp a top load unit (e.g. a small container)
within the wagon's structural limits. After use the outer edge can be lowered again
to negotiate a small gauge.
[0009] The edge structure can be pivotally mounted or else be detachably dismountable.
[0010] An embodiment of the invention will now be described by way of example with reference
to the accompanying drawings in which:
Figure 1 shows W6 and SB1 rail structure gauge;
Figure 2 shows the side elevation of the rail vehicle according to the invention;
Figure 2a shows a section through the rail vehicle of Figure 2;
Figure 3 shows a side elevation of two rail vehicles assembled as a close coupled
twin set. One body has a side curtain removed to illustrate a double stacked palletised
load unit;
Figure 4 shows the W6 and SB1 rail structure gauge and the profile of the unit of
Figure 2 and its bulkheads;
Figure 5 shows a section through the unit of Figure 2 shown here as a wagon frame
illustrating the pivoting roof and double stacked palletised loads;
Figure 6 shows a detail of a top corner of the rail wagon of Figure 5 illustrating
a pivoting roof in SB1 and W6 gauge positions;
Figure 7 is a perspective view of a longitudinal edge structure for the roof of the
rail wagon of Figure 5; and
Figure 8 shows a detail of a top corner of the rail wagon illustrating the pivoting
roof in the SB1 gauge, but modified in order to retain the top portion of the load.
The roof is also shown "raised" - to provide full side access during loading.
[0011] Figure 1 illustrates the W6 UK rail structure gauge 1 which is curved at the top.
Superimposed is the SB1 structure gauge 2 for de-mountable load units - showing the
additional space available.
[0012] Figure 2a illustrates a section through the wagon showing the palletised load 7 and
the roof 25 in the SB1 rail gauge 2.
[0013] Figure 3 illustrates the wagons arranged as a twin set for volume and length efficiency,
showing conventional height couplings 4, low height semi-permanent coupling 8, palletised
load 7 (curtain removed), and curtain sides 9.
[0014] Figure 4 illustrates W6 rail gauge 1, SB1 rail gauge 2, bulkhead profile 6 (inside
W6 gauge) and wagon frame profile 5.
[0015] Figure 5 illustrates an enlarged section through the wagon showing the palletised
load 7, the roof 25 having a longitudinal edge structure 30 in the SB1 rail gauge
2. The wagon frame is positioned in the lower narrow part of the W6 rail gauge 1 and
together with the space provided by the top corners of the SB1 gauge 2 allows for
the transport of double stacked palletised loads 7. The wagon suspension centres are
adjusted to provide a wagon width similar to that of a road vehicle, thus enabling
pallets to be loaded "two wide" over the entire length of the rail wagon frame 5.
Similarly the curtains 9 hang in one plane from the edge structure 30 for the entire
length of the wagon.
[0016] Figure 6 illustrates the top corner of the pivoting roof showing a pivoting roof
edge structure 30 in the SB1 gauge 2 position and also in a lowered position with
the W6 gauge 1. The wagon can therefore accommodate high loads within SB1 gauge and
after the loads are removed the roof can be lowered to W6 gauge for transport to workshops
if required. The curtain track 11 supports curtain 12. The fixed roof section 13 of
roof 25 is supported by bulkheads 6. The longitudinal edge structure 30 shown in more
detail in Figure 7 comprises a number of roof members 10 welded to hollow pivoting
beam 32 at the inner side of the structure and a curtain 34 at the outer side of the
structure 30. Beam 32 shown more clearly in Figure 7 is pivotally mounted at each
end on bulkheads 6 at 34. Arms 36 are provided at one end of the beam 32 and suitable
means 38 (here showing as a hand operated screw 40 and nut 42 arrangement mounted
at trunnion 44) are provided to raise or lower the structure. The structure is covered
by sheet material 35.
[0017] Figure 8 illustrates an optional roof detail for operation in the SB1 rail gauge
2. The pivoting roof is modified to positively retain the top section of the double
stack pallets or unstable loads. The members 10 of the pivoting roof structure 30
is retained but the curtain track 11 is attached by a bracket 15 which forms a right
angle with the roof 10. In this case the assembly 10, 15, 11 can be raised to provide
unrestricted side access for loading or after removing the load can be lowered to
W6 rail gauge 1 for movement to for instance workshops.
[0018] In this and all roof options the pivoting roof assembly has a positive stop or pin
50 (Figure 6) preventing the top section of the roof from falling below the desired
position. The positive stop location is loaded by conventional tensioning devices
(usually vertical straps and buckles) within the curtain 12.
[0019] The example mainly illustrates a rail wagon consisting of two platforms assembled
as close coupled twin set, with two bogies under each platform. Although this arrangement
is highly efficient, vehicles using articulated couplings, single wagons or wagons
with single axle suspension can also be used.
[0020] The example illustrates a wagon with integral frame/body construction for efficiency
in weight and volume. The body of the unit could be de-mountable as a swap body on
a wagon chassis or flat bed rail vehicle.
[0021] The example illustrates a wagon body with two compartments per platform (with end
and central bulkheads) for optimum roof strength/curtain operating length. The wagon
body could contain any number of compartments.
1. A rail transport unit for transporting a load comprising a body for mounting on wheels,
the body comprising an under-frame, a roof (25) and vertical roof support means (6)
mounted to the under-frame for supporting the roof, the roof having a longitudinal
edge structure (30) on each side and curtain sides suspended therefrom, the height
of the outer longitudinal edge of the structure being adjustable with respect to the
roof, whereas the outer longitudinal edge of the structure is adjustable to a desired
position with respect to the roof and is positively stopped (50) from falling below
the desired position and characterised in that the curtain sides are arranged to be tensioned against the edge structure stopped
at a positive stop location.
2. A unit as claimed in claim 1 wherein the edge structure is demountable with respect
to the body.
3. A unit as claimed in claim 1 wherein the edge structure is pivotally mounted (34)
to the body.
4. A unit as claimed in claim 3 wherein means (36, 40) are provided to cause the outer
longitudinal edge of the structure to be adjusted with respect to a fully loaded condition
of the unit.
5. A unit as claimed in claim 3 or 4 wherein the edge structure is provided at its outer
longitudinal edge with normally vertically depending structure (15).
6. A unit as claimed in any one of the preceding claims wherein the body further comprises
sides (12) extending along each side of the unit.
7. A unit as claimed in claim 6 wherein the sides are curtain sides dependent from the
edge structure.
8. A unit as claimed in any one of the preceding claims wherein the body forms a part
of a rail freight wagon.
9. A unit as claimed in any one of claims 1 to 8 wherein the body forms a part of or
is a swap body for alternatively rail or road mounting.
1. Auf Gleisen verfahrbare Transporteinheit zum Transport einer Ladung, umfassend einen
Körper zur Anbringung auf Rädern, wobei der Körper ein Untergestell, ein Dach (25)
und am Untergestell angebrachte senkrechte Dachträgermittel (6) zum Tragen des Dachs
umfasst, das Dach an jeder Seite einen Längskantenaufbau (30) und davon hängende Seitenwandvorhänge
aufweist, die Höhe der äußeren Längskante des Aufbaus in Bezug auf das Dach einstellbar
ist, während die äußere Längskante des Aufbaus auf eine gewünschte Stellung in Bezug
auf das Dach einstellbar ist und fest an einem Fallen unter die gewünschte Stellung
gehindert wird (50), dadurch gekennzeichnet, dass die Seitenwandvorhänge so angeordnet sind, dass sie gegen den an einer Festanschlagsstelle
anschlagenden Kantenaufbau gespannt werden.
2. Einheit nach Anspruch 1, wobei der Kantenaufbau in Bezug auf den Körper abnehmbar
ist.
3. Einheit nach Anspruch 1, wobei der Kantenaufbau schwenkbar am Körper angebracht ist
(34).
4. Einheit nach Anspruch 3, wobei Mittel (36, 40) bereitgestellt sind, um ein Einstellen
der äußeren Längskante des Aufbaus in Bezug auf einen voll beladenen Zustand der Einheit
zu veranlassen.
5. Einheit nach Anspruch 3 oder 4, wobei der Kantenaufbau an seiner äußersten Längskante
mit einem üblicherweise senkrecht herabhängenden Aufbau (15) versehen ist.
6. Einheit nach einem der vorhergehenden Ansprüche, wobei der Körper ferner Seiten (12)
umfasst, die sich entlang jeder Seite der Einheit erstrecken.
7. Einheit nach Anspruch 6, wobei die Seiten Seitenwandvorhänge sind, die vom Kantenaufbau
herabhängen.
8. Einheit nach einem der vorhergehenden Ansprüche, wobei der Körper einen Teil eines
Güterwagens bildet.
9. Einheit nach einem der Ansprüche 1 bis 8, wobei der Körper einen Teil eines Wecheelaufbaus
oder einen Wechselaufbau für eine wahlweise Schienen- oder Straßenanbringung bildet.
1. Unité de transport par rail pour transporter une charge comprenant un corps à monter
sur des roues, le corps comprenant un sous-châssis, un toit (25) et des moyens verticaux
(6) de support de toit montés sur le sous-châssis pour supporter le toit, le toit
présentant une structure (30) de bord longitudinal de chaque côté, et des rideaux
latéraux suspendus à cette dernière, la hauteur du bord longitudinal extérieur de
la structure étant réglable par rapport au toit, alors que le bord longitudinal extérieur
de la structure est réglable à une position souhaitée par rapport au toit et est arrêté
positivement (50) et empêché de tomber en-deçà de la position désirée, caractérisée en ce que les rideaux latéraux sont disposés de façon à être tendus contre la structure de
bord arrêtée à une position d'arrêt positif.
2. Unité suivant la revendication 1, dans laquelle la structure de bord est démontable
par rapport au corps.
3. Unité suivant la revendication 1, dans laquelle la structure de bord est montée pivotante
(34) sur le corps.
4. Unité suivant la revendication 3, dans laquelle des moyens (36, 40) sont prévus pour
régler le bord longitudinal extérieur de la structure par rapport à une condition
complètement chargée de l'unité.
5. Unité suivant la revendication 3 ou 4, dans laquelle la structure de bord est pourvue,
au niveau de son bord longitudinal extérieur, d'une structure dépendante (15) normalement
verticale.
6. Unité suivant l'une quelconque des revendications précédentes, dans laquelle le corps
comporte en outre des faces (12) s'étendant le long de chaque côté de l'unité.
7. Unité suivant la revendication 6, dans laquelle les faces sont des rideaux latéraux
dépendant de la structure de bord.
8. Unité suivant l'une quelconque des revendications précédentes, dans laquelle le corps
forme une partie d'un wagon de fret ferroviaire.
9. Unité suivant l'une quelconque des revendications 1 à 8, dans laquelle le corps forme
une partie ou est constitué d'une carrosserie mobile pour transport alternativement
par rail ou par route.