This invention relates to a rail freight vehicle for transporting containers or swap bodies or road semi-trailers.
Rail vehicles for transporting containers or swap bodies or semi-trailers are well known. Some vehicles can accommodate all three types of demountable load unit. In Europe the most commercially acceptable systems use vertical loading of the load units; containers being loaded by a top lift system from their ISO corner castings, and swaps/semi-trailers being loaded by a grappler hook system locating in pockets on lower part of their structures. There is a growing market requirement for all three types of demountable load units to increase in physical volume.
Britain is extremely disadvantaged in intermodal development because it has a rail structure gauge considerably smaller than European rail structure gauges. The UK gauge, known as W6, is particularly narrow at the bottom - the place occupied by the wagon - due to the position of Britain's existing rail platforms. This feature excludes conventional European intermodal equipment from entering the UK.
Britain has currently two principal enhanced rail structure gauges. The first is an enhanced W6 gauge with small extensions in the top corners. This is known as "W6 Gauge 8ft 6ins freightliner exemption" so that flat wagons can carry 8ft 6ins (2591mm) high containers on certain routes from deep sea ports. The second is the W6 gauge with corner extensions so that special flat wagons can accommodate C32 high swap bodies. This gauge, called SB1 (Swap Body One), runs mainly from the Channel Tunnel to intermodal Terminals around Britain. Further gauges such as Piggyback Gauge and Nine Foot Six Gauge are proposed.
A problem with existing wagons for containers is that they cannot carry road semi-trailers of the size now normal in Europe. To overcome this it has been proposed to provide "spine cars" as shown in WO 96/35601 but these are unsuitable for most semi-trailers used in Europe and are also unsuitable for carrying standard containers.
Pocket wagons which have a recess between a pair of bogies are known. These are used for short 40ft (12.2m) containers or a pair of 20ft (6.1m) containers but are unsuitable lengthwise at least for semi-trailers. These pocket wagons have upstanding walls, the side walls of which are strong enough to prevent the wagon sagging between the bogies. Also known is a multi-unit articulated vehicle shown in US Patent No 4,756,256 which is designed to carry containers in two tiers but cannot accommodate semi-trailers, nor are they suitable for European UIC gauges.
According to the present invention there is provided a pocket wagon having two bogies in which the pocket extends over the bogies, an intermediate pocket part of the wagon between the bogies being deeper than the end parts of the pocket. The intermediate pocket part preferably comprises in effect a U shape plate structure which should follow the lower part of the W6 rail gauge including top reverse flanges into the wider part of the gauge, the intermediate pocket part being deep in section but allowing maximum internal accommodation for transporting loads. The end portions preferably include extensions of the top flanges from the top of vertical plates of the intermediate pocket part, for structural continuity; the vertical plates are preferably joined together by a transverse structural member acting as a body bolster that accommodates a low profile bogie. The body bolsters are suitably positioned to provide accommodation for transporting loads within the end body portions. Loads can therefore be accommodated within the rail vehicle structure across the end and intermediate pocket parts with additional accommodation in the lower half of the intermediate pocket part.
The wagon preferably has a fifth wheel mounted within the pocket and this can be adjustable longitudinally and foldable within the intermediate pocket part. This enables a clear loading facility for 13.6 metre swap bodies and 40 to 45 foot containers.
Specific embodiments of the invention will now be described by way of example with reference to the accompanying drawings in which:-
Referring to the drawings: the rail vehicle comprises a rail unit for the transport of containers or swap bodies or semi-trailers and is complete with rail couplings, suspension and braking systems. It is designed so that load units, eg. containers or trailers, are loaded on to and in to rail wagons vertically by means of overhead equipment.
Fig 1 illustrates the UK SB1 rail structure gauge 1, which is particularly narrow at the bottom to accommodate Britain's rail platforms, and has square corners at the top to accommodate load units - particularly swap bodies on flat wagons. The lower part of the structure gauge has to consider the effects of curving, dynamic movement and suspension wear and movement. When these parameters are taken into account the profile of wagon body parts 7 and 3 conform to the structure gauge. Part 7 is a vertical web of a member 2 which extends the whole length of the body. Part 3 is a top wagon flange 3 which is positioned to take advantage of the wider part of the gauge but not to restrict internal accommodation of the wagon body. The full depth of the intermediate body portion or part is utilised to accommodate trailer suspension parts and an additional longitudinal structure 4 is provided for strength. Details of the construction of part 2 will be described in more detail with respect to the embodiment shown in Figs 4, 4A and 5. Although conventional trailer wheels can more easily be accommodated, Fig 1 illustrates a trailer with small road wheels 5, and a trailer body 6 with subsequently greater internal volume within the rail structure gauge 1. The trailer bodies can be greater in width than the internal dimension of the rail vehicle or wagon but with deflated air suspension and small road wheels the trailer body 6 remains inside the wider part of the rail gauge 1. Different semi-trailers loaded into the wagon according to the invention will be described in relation to Fig 7.
Fig 2 illustrates the top wagon body flange 3, side web 7 and body bolster 8 forming an end part 8' (see Fig 3) with internal accommodation. A low profile bogie 9 is positioned under the body bolster 8. At the outer end of each end part a structure 12 is located to accommodate rail coupling systems at conventional coupling heights. A section of a 9ft 6ins (2.9m) high container 10 is illustrated (a C45 swap body would look similar but slightly wider) inside the end part 8' and within the rail gauge 1. Large load units of containers or swap bodies still utilise 40ft (12.2m) ISO positions for location (although the load units at 45ft (13.7m) are longer) and the location spigots 11 are positioned integral or local to the ideal load path on the body bolster 8. In the case of semi-trailers the volume created by structure parts 3, 7 and 8 is used to accommodate the trailer framework and fifth wheel arrangements.
Figs 3 and 3A illustrate a semi-trailer 6 (with a front refrigeration unit), a 45ft (13.7m) long container 10 and a 13.6m long swap body 13 - all superimposed on a side elevation of the wagon body. The container or swap bodies are located by spigots 11 positioned local to the body bolsters 8. Trailers can be located by a fifth wheel support 14 that is longitudinally adjusted or moved to storage by track 17 and is located by wheel scotches 16. The trailer landing legs 15, wheels 5 and underframe 21 are accommodated within the wagon structure. Liftable trailers are fitted with flip up rear under-run protection 22 and this can be stored in the horizontal (shown) or vertical position. Structure 18 can provide additional structural connections between the body bolsters 8 in the end body parts and the floor of the intermediate body section whilst still providing considerable clearance for trailer under frame 21. The plan view Fig 3A illustrates the continuous top flange 3, between tyres structure 4, structure 12 to accommodate rail couplings 19, and rail buffers 20. It will be seen that the bottom of each pocket part 8' which extends over the bogie supports ie body bolsters 8 is lower than the centre line C of the couplings 19 which are attached to the end structure 12 of this wagon.
The example shown in Figs 3 and 3A illustrates a rail wagon as a single transport unit with rail suspension and coupling method at each end. Alternative semi-permanent or short non standard low eight (part or completely under floor) couplings could be used.
The example also illustrates container or swap body location by four fixed spigots 11. Additional spigots 11' can be fitted for smaller load units (see Fig 4A).
The first embodiment shows in Figs 3 and 3A a semi-trailer of a box type shape. Other types of semi-trailer can be transported, for example a tank trailer.
Figs 4 and 4A show a slightly modified wagon according to the invention which can carry a pair of 20ft (6.1m) containers by means of a pair of supports 30 having spigots 11' which are shown in detail in Fig 5 and which fold into the side of the wagon when not required, and also supports 31 with spigots 11 at each end of the wagon which also support a single 40ft (12.2m) container. Also shown are chock plates or scotches 16 which act on trailer wheels to prevent the trailer from moving forwards or rearwardly on the wagon.
Fig 5 shows also the "Z" plate construction of the wagon including member 2 comprising a horizontal top flange web 3, a vertical side web 7 and a horizontal bottom floor web 2'. Member 2 is formed of 10 mm plate, web 3 and the top part of web 7 extending uninterrupted from one end headstock 35 of the wagon to the other 35'. This ensures integrity of the design and structural robustness. To strengthen top flange web 3 horizontal plate 3' some 15mm thick is welded to web 3. Web 2' is welded to a longitudinal box beam 36 and to transverse beams 37 which are interconnected by a 6mm plate 38. Fig 5 shows only one side of the wagon. The other side corresponds.
Also shown in Fig 5 is the difference of depths of the intermediate pocket part 40 which is some 800mm deep as distinct from the depth of the shallower end parts 8' which coincide with the upper surface 42 of support 30 which is some 300mm deep but should be between 250 and 350mm. This is a particularly important part of the design of both embodiments because the stress on the wagon when loaded is carried throughout the length of the wagon by the member 2 from headstock to headstock and member 2 is notched to fit body bolsters 8 each supported on bogies 9 so that member 2 is supported directly on the bogies via body bolsters 8. The bolsters 8 are shown in Fig 6 as protruding beyond the outer surface of web 7 as far as the structure gauge. This assists assembly.
Member 2 and its elements conform closely to the structure gauge so that loads such as containers, swap bodies and trailers conforming to the currently used standards are able to use the space within a pair of members 2 joined by plate 38 to an extent limited only by the thickness of the metal of member 2. This indicates the importance of the so-called "Z" construction and form of top horizontal web 3, vertical side web 7 and bottom horizontal web 2' which acts as a structural beam supplemented only by beams 36 and 37 which avoid areas required by the loads to be carried.
Fig 6 shows for comparison taken at the same point of the wagon how different containers and swap bodies fit into the wagon and gauges. Line 140 indicates an 8ft (2438mm) wide by 8ft 6ins (2.6m) high standard container, whilst a 9ft 6ins (2.9m) high standard container is indicated at 141. Both these cross sectional standards can be applied to 20ft (6.1m), 40ft (12.2m) or 45ft (13.7m) long standard containers. 8ft 6ins high containers fit the W6-A gauge indicated in Fig 6 at W6 whilst 9ft 6ins (2.9m) high trailers meet the SB1-C gauge indicated on Fig 6 as SB1.
As far as swap bodies are concerned, C45 swap bodies 2550mm wide and 13.6m long are indicated at 142. Reefer swap bodies are slightly wider and extend to line 143.
Fig 7 shows for comparison cross sections taken at the same point (but different to Fig 6) how different trailers fit into the wagon and also to show how trailers so mounted fit into the various structure gauges. Three structure gauges are shown and these are indicated as W6 for W6-A gauge, SB1 for SB1-C gauge and W9½ for a new 9ft 6ins (2.9m) gauge which is as yet a non-standard gauge but which has been proposed by the present British railway track authorities and which is slightly lower than a new Piggyback gauge which is currently being investigated in the UK. Reference 150 indicates a tank trailer which fits happily into the W6-A gauge. Reference 151 indicates a trailer with a 300mm suspension drop which fits into the new W9½ gauge. Reference 152 indicates a standard trailer with a 100mm suspension drop, again fitting into the new W9½ gauge and reference 153 indicates a megatrailer which fits into the SB1 gauge. At the bottom of the Figure the floor heights for the respective trailers above are also indicated.
The fifth wheel arrangements for coupling trailers to the wagon will now be described by reference to Figs 8 to 11.
Fig 8 shows one end of a wagon the same as that shown in Figs 4 and 4A. Again as with the wagon shown in Figs 3A and 3B, similar components which have already been described above will be referenced with the same reference numbers.
Side web 7 extends from intermediate pocket part 40 through end shallower pocket part 8' to end headstock 35 which forms the end of drag box 44 defined by web 7, an inner transverse plate 46 which also defines the end of the pocket used for 45ft (13.7m) containers and a top plate 48, and also defined by an "E" shaped plate 50 which forms a floor and is welded to the body bolster 8. Plate 50 also forms part of a base for track 17 for fifth wheel support 14.
Track 17 is formed from a pair of transversely spaced apart plates 52 on which is a nylon pad 54 (see Fig 10). Pad 54 is fixed to frame 60. Running longitudinally of the wagon on the track is a vertically adjustable carriage 56 (see Fig 11) which unloaded runs on four wheels 58 but which when loaded tends to slide on the pad 54. The carriage frame 60 carries a pair of forward links 62 pivotally mounted on trunnion blocks 64 and a pair of rearward links 66 which are pivotally mounted to screw jacks 68 adjusted via gearing 70 to raise or lower fifth wheel coupling assembly 72 according to predetermined graduation marks 74 on member 76. Member 76 has grips 78 which retain carriage frame 60 on track 17 by means of lip 80 engaging in groove 82 formed by overhang 53 of plate 52 and plate part 51. Lip 80 is interrupted at two places 84 on each plate 52 so that gaps are formed to allow carriage 56 to be removed upwardly from the track for the stowing action to be described. A tube 86 extends from member 76 of carriage 56 into which a bar 87 can be inserted to manually push the carriage along the track to adjust its position for engagement into a trailer or else for stowing.
Fig 9 shows carriage 56 from the front end of the wagon. The two front links 62 are interconnected by a plate 57. The coupling assembly 72 which is a known U.I.C. standard item has a conically-mouthed entry member 88 to guide and accept a vertically lowered fifth wheel trailer kingpin 90. At the bottom of member 88 are latching members (not shown) to engage in pin groove 91 to retain the kingpin in the coupling assembly. The latching members are released by either handle 92 which extend transversely outwards. The assembly 72 is mounted to the upper ends of links 62 and 66 and can tilt about linkage point 65.
To stow the carriage 56 (see Fig 8), the carriage is pushed to the rear end of each plate 52 to engage with a pair of "L" shaped members 94 on arbor 96. At this point the carriage 56 is aligned with gaps 84. Arbor 96 is then rotated by handle 98 via pinion 97 to lift the carriage 56 from its track and rotate it through 180° so that it rests on the bottom of the wagon within deep intermediate part 40. In this position it is clear of the base of containers whose bottoms are about level with track 17.
It will be appreciated that when loading trailers into the wagon, this is done vertically with fifth wheel engagement. The trailer wheels are chocked against scotches 16 which prevents any extensive longitudinal movement of the rear of the trailer relative the wagon. The front of the trailer, whilst being retained vertically fixed relative the wagon, is allowed to flex longitudinally by means of the free mounting of the carriage 56 in the longitudinal direction. This ensures that stress in the fifth wheel coupling is reduced.
Whilst the wagons shown in Figs 3 and 4 have independent bogies on which the wagon is supported, the invention equally applies to an articulated configuration where two or more wagons are supported with bogies between adjacent wagons.