IT201800009043A1 - RAILWAY GOODS VEHICLE CLOSED AND ITS LOADING AND UNLOADING WAY - Google Patents

Description

DESCRIPTION

The present invention refers to a closed railway vehicle for the transport of goods of all types and to fixed systems suitable for loading and unloading the same.

At present, the railway technology records a profound gap between the performance of the trains destined for the freight offer and those destined for the passenger offer.

The freight offer is still substantially based on the traditional configuration of the train consisting of traction vehicles (locomotives) and towed vehicles suitable for loading (wagons). The passenger offer, on the other hand, while continuing to use the traditional configuration (locomotives and carriages), is increasingly aimed at new generations of trains with a fixed composition and more advanced performance (trains marketed under the generic name of high-speed trains).

Convoys designed for specific transports (such as shuttle trains for the Channel Tunnel or freight trains borrowed from passenger trains and destined to position themselves in market niches) have been excluded from the schematization made because they are not relevant for the purposes of this document. The design evolution has continuously adapted all types of vehicles (locomotives, wagons, carriages, high-speed rolling stock) to the technologies currently available.

Over time, however, the development of the freight towed fleet has been driven by commercial objectives that are very different from those that have guided the evolution of other rolling stock, even the locomotives intended for freight transport have followed the evolution required by the passenger offer, leaving in the background the needs of the goods offer; thus, freight trains are often composed of vehicles, towed and towed, with very dissimilar performances.

As a result, the performance of freight convoys gradually moved away from that of passenger convoys. Deeper and deeper incompatibilities have arisen, which have led to the marginalization (if not the exclusion) of the technically less advanced offer. The "maximum speed" parameter clearly highlights the performance gap: today it is worth 120 km / h for the freight offer, 200 km / h for the traditional passenger offer and over 300 km / h for high speed. But the gap continues to grow!

Although the most explicit, the indicated parameter is not the only one nor the most binding. Speed differences in fact result in a reduction in line capacity, while other differences (eg mass per axle or load stability during crossings or kinematic shape) can produce imperative incompatibilities between different offers.

Hence the current trend towards specialization of railway lines by type of service (freight, traditional travelers, high-speed) or their use by time bands (passenger traffic during the day, freight at night). Compromises that however impoverish the rail transport system as a whole and favor its marginalization.

A radical solution to the aforementioned problems is proposed, in general terms, in a study published in the 10/2014 issue of the Journal of the Italian Railway Engineers College "Railway engineering" with the title "A freight project for the European railway network".

The author suggests two technological challenges: (1) to bridge the performance gap between freight and passenger trains and (2) to design terminals capable of carrying out unloading and loading operations quickly to minimize train downtime and improve their productivity. . The new trainsets, compatible with the UIC GA (universal European) limit gauge, are designed with an original configuration with two end vehicles (head and tail of the train) and a fixed number (however modifiable in the workshop) of intermediate vehicles.

The vehicles, all self-propelled, perform different functions: those at the ends provide for the power supply, control and command of the intermediate ones, the latter are intended for the transport of goods of all kinds, from small batches to ISO 45 'HC maritime containers. and to the Class A 1360 EN swap bodies.

The author also mentions the functionality of the terminals, which he entrusts to automatic unloading / loading systems that act along the convoy and operate simultaneously from its two sides.

The general objective is to adapt the performance of freight trains to those of the best passenger trains so that the two realities can coexist on the same infrastructure.

Two generic passenger railway stations are connected to each other by services offered with a frequency appropriate to the demand and a traveler who intends to move from one station to another simply goes to the station and is confident that he can buy a ticket and leave in a reasonable time. time interval (three success factors of the offer: the accessibility of the stations, the frequency of services and travel time). Similarly, the construction, in strategic points on the territory, of freight stations and the activation of relationships distributed throughout the day generate a very valuable freight offer, characterized by a continuous flow of transport that maximizes the productivity of the vehicles. and implants.

Building terminals and putting trains into circulation. That's all! The railway network already exists. On the territory, no linear interventions are required (demanding projects due to feasibility, construction times and costs), but only the construction of specific structures (terminals).

The new circulations enhance the unexpressed potential of the existing network and safeguard its functionality, because the trains that are added have characteristics comparable to those already in circulation.

Objects of the present invention are the configuration of a railway vehicle intended for transport and the fixed systems suitable for loading and unloading the same. Hereinafter, the objects of the invention are referred to simply as "Vehicle" and "Terminal".

Vehicles and Terminals such as those object of the invention, together, can concretize the objectives of the aforementioned writing.

Relevant aspect of the invention is the original structure of the vehicle that respects the UIC GA (universal European) limit gauge, rests on motorized trolleys suitable for a speed of at least 250 km / h and is capable of loading, in closed compartments, goods of any type (including large units such as ISO 45 'HC containers or Class A 1360 EN swap bodies).

Another relevant aspect of the invention relates to the method of transferring the load from the outside to the inside of the vehicle and vice versa. Activities that. for the main compartment, it is made effective and very fast thanks to the removal of the vehicle loading surface.

Another relevant aspect of the invention relates to the removable loading surface which is replaced at each unloading / loading of the Vehicle, and, to improve its functionality, it can be divided into two (more) parts so as to form several identical and interchangeable loading floors.

Another relevant aspect of the invention relates to the system for fixing the loading surface to the vehicle structure.

Another relevant aspect of the invention refers to the innovative apparatus for unloading and loading, an installation that characterizes the Terminals. The unloading / loading operations are concentrated in an equipped station where the Vehicles are progressively positioned (it is not the loading system that reaches the Vehicle, but the Vehicle that is positioned on the station). It will be evident from the following description the substantial improvement made to the proposed system, in terms of vehicle load capacity and efficiency of loading / unloading operations.

Fig. 1 - Intermediate vehicle of a freight train.

Fig. 2 - Way of unloading and loading of the central compartment,

Fig. 3 - Removable vehicle loading surface and fixing system.

Fig, 4 - Auxiliary structure equipped with wheels.

Fig. 5 - Application and removal of the auxiliary structure.

Fig. 6 - Terminal schematic lay-out.

Fig. 7 - Unloading and loading system of the compartments above the trolleys.

Fig. 8 - Main compartment unloading and loading system.

The proposed products of the invention (Terminals and Vehicles) in no way resemble railway yards and traditional freight trains.

Let's start with the description of the Vehicles, because the design of the Terminals is strictly functional to the characteristics of these.

As mentioned, the configuration of the convoys designed for the new system includes two end vehicles (head and tail of the convoy) which feed, control and command a defined number of intermediate vehicles intended for transport. All vehicles are self-propelled.

The one proposed here is an innovative intermediate vehicle (Fig. 1) with three closed loading compartments: - a main compartment (A) with a volume of approximately 120 m <3>, capable of loading an ISO 45 'HC container (13.716 mm , 2,489 rum, 2,896 mm) or a Class A1360 EN swap body (13,600 mm, 2,550 mm, 2,670 mm) or two ISO 20 'containers (TEU) or equivalent loads;

- two compartments (B), Box, located above the trolleys, each with a volume of approximately 25 m <3>.

The overall load capacity is approximately 170m <3>.

The originality of the Vehicle consists in the choice of accessing the main loading compartment by removing the loading surface (f) in the area between the trolleys. The opening has a length (k) (14 meters) corresponding to that of the main compartment and a width of at least 2.6 meters. The side walls, in the space between the trolleys, not involved in openings for handling the load, contribute significantly to the load-bearing structure of the Vehicle.

The consequent unloading / loading system of the central compartment, made for vertical translational movements of the loading surface, will prove to be particularly effective. (Fig, 2)

The main load is placed on board at a very low altitude above the track. The electrical, electronic, pneumatic equipment and the side members (L) occupy the upper part of the! Vehicle, above the load compartments. The most valuable volumes are reserved for transport.

Other characteristics of the Vehicle are: length (l) l about 24 m, width (w) 2.8 m, two trolleys with two axles with pitch (p) 2.6 m, distance between the centers of the trolleys (i) 18 m , maximum height (h) compatible with the European universal gauge, estimated unladen mass 34 t, height above the iron surface of the bogie compartments (1, 1 m) compatible with bogies suitable for high speeds (speed 250 km / h and mass for axis 20 t). The four axes are motorized.

The frame consists of longitudinal members (L) as long as the vehicle, the two side walls in the area between the carriages, four transverse walls (the two at the ends and the two between the compartments above the carriages and the central compartment), two box structures above the carriages (including the end crossbeams and the case / carriages and case / coupling bars connection structures).

For the functionality of the entire system, the load plan that can be separated from the vehicle plays an important role. The loaded load rests on it and is secured, any static or dynamic action between the load and the Vehicle passes through the structure of the removable loading surface (the load has no contact with the side walls of the Vehicle).

The load is embarked (and unloaded) integrally with the loading surface, this is replaced at every unloading and loading of the Vehicle. It is excluded that the convoy can wait in the Terminal for all the operations connected with unloading and loading (technical, safety, administrative, other), as occurs for wagons in traditional transport.

The loading surface (f) is divided into two parts (each part 7 meters long) and is anchored to the side walls (e) of the Vehicle by a series of pins (r), each pin has an oval head (t) and a cylindrical head (s) and includes a stack of Belleville springs (m) and a washer (n). The pins ensure contact, for the intermediary of a gasket (g), between the edges of the side walls of the Vehicle and those of the removable loading surface, where they are constrained in circular holes. The lower edges of the side walls of the vehicle have oval holes where the oval heads of the pins enter and where, after a rotation of 90 °, they remain blocked. To be rotated, the pin must first be raised by the height (u) from the housing where the head resides (t), for this purpose an adequate action applied to the washer (n) inflects the stack of Belleville springs.

The sequence between the two heads of a pin (r) in the locked position includes: oval head (t) - lateral edge of the vehicle wall (e) - gasket (g) - lateral edge of the loading surface (f) - stack of Belleville springs (m) - washer (n) - cylindrical head (5).

The bending of the stack of Belleville springs (m) ensures the minimum and maximum value of the contact force between the side walls and the load surface (variable value with respect to the load and dynamic stresses) and allows the distribution of the weight of the loads on several pins. (Fig. 3) The loading surface (f), when separated from the Vehicle, is always associated with an auxiliary structure equipped with wheels, which reinforces and protects the part and allows it to move on the ground. (Fig. 4) The auxiliary structure consists of frames (x) (y) connected by crosspieces (j). The frames are divided into two parts each 7 meters long, like the loading floor. Together with the auxiliary structure, the loading floor becomes a 14 m long trolley (with eight or more wheels), or, if the loads allow it (for example two TEUs), two 7 m long trolleys (each with four or more wheels) .

In the following the loading surface together with the auxiliary structure is called "loading trolley" or more simply "trolley" if 7 m long or "double trolley" if 14 m long. The loading floor rests identically on the vehicle and on the auxiliary structure. In both cases, the support points are the washers (n) at the base of the springs (m); these weigh either on the pins (r) for anchoring to the case or on the hollow pins (v) of the auxiliary structure.

The auxiliary structure is anchored to the removable wall before its separation from the Vehicle and is removed after being associated with another Vehicle. The anchoring operation is done by first fixing the frames (x) (y) to the two sides of the vehicle loading surface and then connecting them to each other with the transversal elements (j), the removal follows the reverse procedure. (Fig. 5) A series of devices (one for each pin) provides for the separation (fixing) of the loading surface from (to) the walls of the Vehicle. The devices flex the stacks of springs with local forces (FF) between the side walls of the Vehicle and the frames and then rotate the pins (17).

The innovations described can be fully maintained with other train configurations (Jacobs-type bogies, different running gear), or for other kinematic shapes or gauges.

The operations for arranging the load, its insurance, tests, measurements, movements and more, are possible and carried out on the "trolleys" (or "double trolleys"), therefore with the sole availability of the removed load plan. the presence of the convoy is necessary.

The presence of the convoy in the Terminal (Fig, 6) is limited to the transfer of cargo (unloading of the arriving one and embarking of the departing one), an operation performed in an equipped station (AA), sized to operate on one or more vehicles at the volta (the system of the schematic layout in the figure is sized to operate simultaneously on two Vehicles).

As mentioned, the facility is in no way similar to a traditional railway yard, whose image is linked to large spaces covered by tracks, many of which are occupied by parked wagons.

The terminals of the invention are crossed by a single track (Y), and no trains are stationed on that track. The trains arrive, "cross" the Terminal on that track, and leave again.

A stationary train does not produce wealth!

The convoy "crosses" the Terminal placing the intermediate Vehicles in succession on a main unloading and loading station (AA) and on secondary stations for preliminary and final operations (BB). The convoy stops to allow the planned operations and moves forward to position other vehicles on the stations (one or more vehicles at a time, depending on the size of the system). Completed the rotation of the Vehicles, the convoy leaves the Terminal. By simply "crossing" the Terminal, the train has unloaded the incoming load and embarked the outgoing one.

The "crossing of the Terminal" time depends on the length of the convoy and the number of Vehicles that the station can handle together.

The choice, during the design phase, of the "number of vehicles that the station handles together" allows a correct dimensioning of the plant capacity ("crossing of the Terminal" time corresponding to the frequency of arrivals and departures of the convoys).

The unloading and loading operations are carried out in the main station (AA) for both the boxes and the main compartments. The activities, although simultaneous, are completely independent from each other

The unloading and loading operations of the boxes (Fig. 7) are carried out, after opening the side doors of the vehicle body, by fork systems (z). The forks engage the "loading bases", lift them and move them transversely (they disembark on one side and embark on the other side). The "load base" (aa) is a standard and interchangeable component. It performs, for the loads loaded in the boxes, functions identical to those performed by the loading plans for the loads loaded in the main compartments: it makes all the shipment procedures (technical and administrative) possible regardless of the presence of the convoy.

The handling of goods in the Terminal is carried out on "trolleys" or on "loading bases", both provided with interfaces for the automatisms and connecting points with them.

The departing "loading bases" (with or without the load) are placed on a forwarding system that positions them correctly for boarding. A gantry crane (q) reports the "loading bases" arriving from the side where they are handled.

With vertical translations, elevators (u) carry out the unloading and loading operations of the main compartments: the arriving "double trolleys" lower and the departing ones lifted. (Fig. 8)

The lifts have a length (about 14.5 m) slightly greater than that of the "double carriages", so as to allow a certain tolerance at the stopping point of the vehicle.

A section of track is fixed to the elevator and moves vertically together with it.

When the elevator is at the bottom, the position of the track is adapted (lowering or rotation or overturning or other) to allow the movement of the "double trolley" on its wheels.

The continuity of the track (Y) is ensured when the elevator is at the top.

On the lift, jacks (mm) act on the auxiliary structure. The jacks support the load to allow the loading surface to be disconnected (connected) from the vehicle body (s). They lower the incoming load from the vehicle to the lift platform and raise the outgoing load from the platform to the vehicle.

The "double trolley" at the start (with or without the load) is placed on a feed system (a), which acts with arms (rr) that hook the "double trolley" and move it away from (or take it to) the platform of the elevator.

In succession, the unloading and loading operations of the main compartment are:

- The elevator (u) is at the top, the continuity of the track (Y) is ensured. The Vehicle is positioned on the station (the elevator is in the center between the two trolleys of the Vehicle).

- The Vehicle is immobilized, its suspension stiffened.

- The jacks (mm) are raised until they marry with the auxiliary structure and transfer the load onto them (now they support the "double trolley" and the incoming load). The loading plan is disconnected from the vehicle body (action already described). The jacks are lowered (a few centimeters) to separate the loading surface from the vehicle body.

- A vertical translation (at least 3.5 m) of the lift makes the "double trolley" (with the load arriving) go down to the ground. The "double trolley" continues to weigh on the jacks to ensure their immobility. During the translation, the track is configured to allow the subsequent movement of the "double trolley".

- The lift is on the ground, the level at which the "trolleys" are moved.

- The arms (rr) of the feed system hook the "double carriage". The jacks are lowered completely, the "double trolley" rests on its wheels.

- A horizontal translation replaces the unloaded "double trolley" on the lift with another one in departure (the arms of the advancement systems guide the transverse translations of the "trolleys" and ensure their correct positioning for boarding). The jacks rise up to support the "double carriage" and raise it slightly to ensure its immobility. The arms detach.

- A vertical translation of the elevator raises the "double trolley" up to the level of the track. During translation, the continuity of the track is restored.

- the jacks are raised (if necessary with small corrections of position) until the loading surface approaches the vehicle body. The new loading floor is connected to the vehicle's body (action already described) thus becoming the new underbody.

- The jacks are lowered completely. Vehicle immobilization is removed. The convoy is free to advance (the Vehicle still carries the auxiliary structure).

An estimate of the duration of the described, fully automated cycle is approximately two minutes. This value represents a characteristic time of the Terminal.

In order to reduce the overall time of presence of the train in the Terminal, the activities described, carried out in the main station, are preceded by preliminary operations and followed by final operations.

The main preliminary operations are: unlocking the safety systems, opening the box doors, checking the regularity of the load, checking and cleaning the reference points, anchoring the auxiliary structure, arranging the fixing devices for the loading surface.

The main final operations are: closing the box doors, removing the auxiliary structure, removing the fixing devices of the loading surface, checking the correct execution of the loading operations, activating the safety systems.

The preliminary and final operations are carried out on specific secondary stations (BB), encountered by the advancing convoy before and after the main station (in this way, except for the end vehicles, the operations on the secondary stations do not extend the time taken by the convoy to "cross" the Terminal),

For each vehicle, therefore, the entire unloading and loading cycle takes place in three distinct stations. If the timing of the preliminary and / or final operations requires it, the secondary stations can be duplicated (the entire cycle for each Vehicle then takes place on more than three stations). Between the main station and the secondary ones, a station must be provided for any corrective or completion interventions.

In order to further reduce the time of presence of the convoy ne! Terminal, but above all to increase the flow rate of goods processed in the Terminal, each station can be sized, as already mentioned, to operate simultaneously on several vehicles. Therefore, as many elevators as the number of vehicles to be treated together will be provided.

The system described for unloading and loading characterizes the entire Terminal.

The Terminals (Fig. 6) occupy a very limited space on the territory; their privileged location is an area between a railway line (F) and the road network (S), areas generally of low value and not easily exploitable. Most of the area occupied is reserved for commercial operations for the shipment and delivery of goods (load verification, security checks, parking of goods awaiting boarding or collection).

The figure shows the flows of the goods. The departing goods (black arrows) coming from the road network or from a specific site (P) (seaport, interposing it, connected plant, other) access the Terminal in the delivery / shipping area (D) where it is accepted and positioned on " trolleys "or" loading bases "; is transferred to the security control area (7) and, from here, to the boarding waiting area (E), the incoming goods (white arrows) are transferred to the waiting area (F) and then to the delivery area to the recipient (C). The white dotted arrow indicates the path of the refused goods (shipment not complying with the transport regulations). The activities of the Terminal are carried out on different levels (Fig. 8).

At street level (a), the largest volume loads destined for the central compartment of the Vehicle (container, swap-body and similar) are handled.

At a higher altitude of at least 4.5 meters (c) the loads destined for the boxes are unloaded, embarked and handled.

The track (Y) on which the trains "cross" the Terminal occupies an intermediate level (b).

Claims (7)

CLAIMS 1. Closed railway vehicle for freight transport, comprising side members (Z,), these as long as the vehicle and located above the load compartments, and side walls (e), these fixed to said side members (L) and of length ( k) coinciding with that of the body not affected by the bogie compartments of the vehicle; longitudinal members (L) and side walls {e) being both part of the supporting structure of the vehicle; also being, for the same length (k) between the bogies, the rear wall of the vehicle coincides with the loading surface (/), anchored in a removable way to the lower edges of said side walls (e), the vehicle is characterized by the fact that the access for unloading and loading the load compartment between the trolleys is the same removable loading surface. 2. Railway vehicle as per claim 1, characterized by the fact that, being sized for the UIC GA, universal European limit gauge, and having volumes of the bogie compartments capable of accommodating bogies suitable for a speed of at least 250 km / h, the volume of the load compartment between the trolleys and the dimensions of the removable loading floor are sized to also embark an ISO 45 'HC maritime container or a Class A 1360 EN swap body 3, Railway vehicle as per the preceding claims, characterized in that the removable loading surface is composed of two or more parts, each part being a fraction of the length (k) of the loading surface itself. 4. Railway vehicle as per the preceding claims, characterized in that the anchoring system of the removable loading surface to the vehicle comprises a succession of pins (r) connecting the side walls (e) of the vehicle to the edges of the removable loading surface ( /), to these edges the same pins are constrained in circular holes; each pin has an oval head (t) and a cylindrical head (s) and includes a stack of Belleville springs (m) and a washer (n), the lower edges of the side walls of the vehicle have oval holes where the oval heads of the pins and in which. after a 90 ° rotation. remain blocked; the sequence between the two heads of a pin (r) in the locked position includes: oval head (t) - lateral edge of the vehicle wall (e) - gasket (g) - lateral edge de! loading floor (f) - stack of Belleville springs (m) - washer (n) - cylindrical head (s). 5. Railway vehicle as per the preceding claims, characterized in that, being the diameter of the washers (n) included in the pins (r) greater than that of the cylindrical heads (s) of said pins (r), a circular crown remains accessible of said washers (n) on which circular crown rests the loading surface (f) when it is separated from the vehicle. 6. Method of using the vehicle and an apparatus for moving the removable loading surface as per the preceding claims, characterized by the following operations, in sequence: - the vehicle is positioned on the apparatus for moving the loading surface along a railway track (Y) which crosses the upper platform of an elevator (u) which is part of said apparatus; - the vehicle is immobilized; the elevator (u) is between the carriages of the vehicle, these remain on a part of the track external to the platform of the elevator; - jacks (mm), which are part of the upper platform of the lift (u), lift up to the loading surface to be unloaded and take on its weight; - the loading surface (/) is disconnected from the vehicle body by forces (FF) which flex the stacks of Belleville springs and pairs (TT) which rotate the pins (r); - the loading surface to be unloaded rests on the jacks (mm); - a vertical translation movement of the elevator (u) lowers the loading surface to be unloaded up to the level where it is possible to translate it transversely; - the jacks (mm) are completely lowered; - with horizontal translations the load to be unloaded is moved away from the lift platform and a load surface to be loaded is placed on the platform; - the jacks (min) are raised up to the loading surface to be embarked and take on its weight; - a vertical translation movement of the elevator (u) lifts the load to be loaded up to the level (b) of the track (K); - the jacks (mm) lift the load to be loaded up to approach the loading surface to be loaded to the vehicle body; - the loading surface (f) is connected to the vehicle body becoming its new rear wall; - the jacks (nini) are lowered, the immobilization of the vehicle removed, the train is free to move on the track (Y). 7. Method of use as per claim 6, characterized by the fact that, comprising the apparatus plus elevators arranged along the railway track and spaced apart by the length of the railway vehicle, the sequential operations are carried out independently on several adjacent vehicles and hooked together.