WO2012172515A2 - Multimodal wagon, method of operation for entering and exiting goods and use thereof - Google Patents

Abstract

The present invention relates to a multimodal wagon intended for transporting in its interior road goods vehicles with or without semi-trailers or mainly semi¬ trailers. The wagon has two coupling hubs and a central hub, which, by means of longitudinal movement of the train and via the drawbars (1), combined with the receptacle ramps (32), join together or separate from each other, while the central hub raises from or lowers onto the rails, wherein small wheels may be laid. The wagon also has longitudinal frames (4) and skids (13). Other operation and/or safety components are also provided: rolling elements in the drawbars and receptacles, self- centering elements (8), a latch (9) and relevant technical safety devices, automatic ramps (5), automatic coupling system of the main hose and also the recessed structure surrounding the bogie, which is reinforced in the middle (2) and end regions (3).

Description

 DESCRIPTION

 "MULTIMODAL WAGON, METHOD OF OPERATION OF ENTRY AND EXIT OF GOODS AND THEIR USE"

Technical Area of the Invention

 The present invention relates to a "Picker" multimodal wagon which is a towed rail vehicle and intended for the carriage within it of goods road vehicles, in particular trucks with or without semi-trailers or only the semi trailer.

The wagon now presented is capable of responding to the growing ecological as well as economic motivation which nowadays makes the need for freight transport to be made more efficient and more environmentally friendly.

The wagon combines the advantages of these two modes of transport: the economy, energy efficiency and speed of rail with the unique versatility and flexibility of road transport.

State of the art

Rail transport of road freight vehicles has long been attempted, and there are currently some solutions on the market that allow for this. However, the technical complexities, both of operation, manufacture and / or maintenance of these vehicles, have not allowed the generalization of their manufacture and use. The wagons that part of the state of the art fall systematically into one of two categories:

1. Structurally simple wagons that are easy and inexpensive to produce and maintain. However, these types of wagons require heavy, complex and expensive equipment to carry out the operation, in this case to be able to load and unload the road vehicles to and from the interior, and can not do so anywhere. This category is commonly referred to as flat wagons, alternatively pocket wagons or spine wagons. Other, more modern, faster-running rotary platforms are also in this category, but they still need complex equipment installed at their dedicated terminals and where they can only operate there.

2. Wagons that do not require any external equipment to operate and can even load or unload a vehicle from virtually anywhere. In this case, these wagons are structurally complex vehicles, with multiple and expensive onboard equipment / mechanisms such as electric motors and / or various expensive hydraulic equipment. They are therefore too expensive equipment, both in manufacture and in maintenance, besides, and not least, of very poor reliability.

The difficulty in finding a technical solution, in this case a wagon, which can be easy and inexpensive to produce, and at the same time easy and inexpensive to maintain and operate, has dictated that over time none of the solutions among the existing ones has been successful in the world freight market.

It is here that the object of this invention will play an important role. For the first time, a wagon is presented which conciliates: ease and economy in the design, manufacture and acquisition; with ease, economy, versatility, speed and reliability in use and / or maintenance.

Summary of the invention

It is an object of the present invention to describe a multimodal wagon having a structure comprising the following elements:

 - central platform (16);

 - Docking platforms (15);

 - Docking platform receptacles (32);

 - Fitting tips (1);

 - Internal ramp system (12);

 - closing system;

 - Automatic ramps (5) to assist the entry / exit of the road vehicle;

 - Automatic coupling of the compressed air system;

- Selection / cutting mechanisms of compressed air;

 Lower wheel system (6) for supporting and maintaining central platform alignment;

 - Articulated system of docking platforms on the same bogie;

 - Damped link system.

In a preferred embodiment of the present invention, the multimodal wagon includes a central platform (16) comprising the use of longitudinal stringers (4), central spars, central (2) and top (3) reinforcement structures and lower floors.

In yet another preferred embodiment of the invention, the multimodal wagon includes longitudinal stringers (4) located in a lowered position below the maximum height of the road vehicle wheels.

In a preferred embodiment of the present invention, the multimodal wagon includes central spars located parallel to the longitudinal spars (4), located in the inner center of the wagon, joined from one top to the central reinforcement frame (2) and the other to the frame structure. top reinforcement (3).

In yet another preferred embodiment of the invention is the multimodal wagon in which the central stringers are joined together by metal sleepers.

In a preferred embodiment of the present invention, the multimodal wagon includes lower decks consisting of a thin plate 10 mm thick.

In yet another preferred embodiment of the invention, the multimodal wagon includes floor transition zones with the side / beam making an opening angle greater than 90 °.

In a preferred embodiment of the present invention, the multimodal wagon includes a docking platform (15) located on each of the two tops of the wagon and directly coupled via the standard and standard relay system to the top of each bogie. In yet another preferred embodiment of the invention, the multimodal wagon includes receptacles of the docking platforms (32) positioned in lateral positions, taking the form of boxes, and in their lower part, the internal ramps (12) where they will slide. the spears (1).

In a preferred embodiment of the present invention, the multimodal wagon includes recesses of the docking platforms (32) positioned recessed, lateral and surrounding the bogie.

In yet another preferred embodiment of the invention, the multimodal wagon includes locking tips / lances (1) located at the ends / top of the bed, two ends at each end.

In a preferred embodiment of the present invention, the multimodal wagon includes free ends of the locking tips / lances (1) where rolling elements (7) and triangular or conical section tips (8) are positioned.

In yet another preferred embodiment of the invention, the multimodal wagon includes locking tips / lances (1) having a small recess (31) at the fixed lower end.

In a preferred embodiment of the present invention, the multimodal wagon includes ramps (12) positioned within the enclosures.

In yet another preferred embodiment of the invention, the multimodal wagon wherein the ramps (12) include a small housing (30). In a preferred embodiment of the present invention, the multimodal wagon has a latch (9) consisting of two hook-shaped metal pieces joined by the same shaft and placed on the top and inside of the platform side recesses.

In yet another preferred embodiment of the invention, the multimodal wagon has a locking system that includes a latch safety device (10) consisting of a metal bar or shaft.

In a preferred embodiment of the present invention, the multimodal wagon includes automatic entry / exit ramps (5) for the road vehicle consisting of simple metal structures fixed and hinged to the wagon bed.

In yet another preferred embodiment of the invention, the multimodal wagon includes the automatic coupling of the compressed air system comprised of two brake line nozzles (18), similar to the standard (UIC) but devoid of the "ears", a spring (19) and a guide assembly achieved through the "male-female" shape given to one and another part of the nozzles (18).

In a preferred embodiment of the present invention, the multimodal wagon includes compressed air selection / shutoff mechanisms comprising two UIC standard taps / shut-off valves (20) for connection between rail vehicles located in the general conduit.

In yet another preferred embodiment of the invention, the multimodal wagon includes a lower wheel system for supporting and maintaining center platform alignment. which consists of two small wheels (6) placed under the center platform at each of the two top ends thereof.

In a preferred embodiment of the present invention, the multimodal wagon includes an articulated system of docking platforms on the same bogie consisting of a composition in which two central platforms share on each of their tops the same bogie.

In yet another preferred embodiment of the invention, the multimodal wagon includes a damped relay system consisting of a simple, standard relay and pivot union (22) housed at the inner end of a housing (27).

It is a further object of the present invention to describe a method of operating goods in and out of the multimodal wagon comprising the following steps:

 - the operator removes the safety of the latch (10);

 - lifts the latch (9) and cuts off the compressed air supply at the top you wish to open;

 - the operator instructs the driver to proceed with the composition;

 - the central platform detaches from the docking platform and is completely detached from the latter;

the central platform descends by sliding the locking tips (1) over the internal ramps (12) in the receptacles (32) of the locking platform, shortening its distance to the ground / rails, until it rests on them. lower wheels (6); the top ramps (5) automatically descend thus being prepared for entry / exit of any road vehicle.

It is a further object of the present invention to describe the use of the multimodal wagon for transporting road vehicles.

Description of the invention

The present invention relates to a "Picker" multimodal wagon which is a towed rail vehicle and is intended for the carriage within it of goods road vehicles, in particular trucks with or without semi-trailers or only the semi trailer.

The wagon now presented is as simple as any, operating virtually anywhere quickly, simply and without any additional equipment or resources.

The operation of this wagon is based on the principle of making the most of the resources already available and existing in any railway composition. To operate, this wagon uses as its only driving force that provided by the tractive effort of any locomotive or similar, as a rule, already existing in any railway composition. A strategic and peculiar structural arrangement is the essential point of its operation, where some support and / or safety equipment and accessories are added. Simple, fast, efficient and reliable operation is further achieved, as well as the need for other features to operate, with the possibility that this can be done almost anywhere and with any type of road vehicle, giving it maximum versatility and flexibility of use.

The advantages also extend to much easier maintenance and repair operations. It is no longer necessary, as at present, to send / remove all of a wagon whenever it needs to go to the repair shop. With the present invention, the movement of the bogie only with the docking platforms will be sufficient in the vast majority of cases, and for this maneuver will only suffice the use of an ordinary forklift or equivalent, which being the wagon open, can pick it up and then move her to that repair shop. The same repair shop, because it does not have to accommodate the entire wagon, may still be much smaller than traditional wagon maintenance / repair shops.

Brief Description of the Figures

For an easier understanding of the invention, attached are figures which represent preferred embodiments of the invention which, however, are not intended to limit the scope of the present invention.

Figure 1 shows in perspective its central platform, which is thus removable by separating itself completely from the docking platforms located at the ends of the wagon and directly coupled to each bogie. In this figure the following elements are represented:

 1 - Spear;

 2 - Central reinforcement structure;

 3 - Top reinforcement structure;

 4 - Longitudinal stringers;

 5 - Automatic ramps.

Figure 2 shows in perspective a detailed bottom view of the ends of the central platform. In this figure the following elements are represented:

1 - Spear;

 5 - Automatic Ramps

 6 - Wheels;

 7 - Rolling elements;

 8 - Self-centering elements;

13 - Skates;

 31 - Recess

Figure 3 shows a side view of the locking platforms, with transparency of the side receptacle, thus showing, among others, how the internal ramp system combines with the locking tips, their accessories and latch system. In this figure the following elements are represented:

 I - Spear;

 6 - Wheels;

 7 - Rolling elements;

 8 - Self-centering elements;

 9 - latches;

 10 - Latch safety device;

 II - Rolling element;

12 - Internal ramp; 13 - Skates;

 31 - Recess.

Figure 4 shows a front view of the docking platforms, while the side receptacles, their accessories and the way they surround the whole bogie are clearly visible. In this figure the following elements are represented:

 11 - Rolling element;

 12 - Internal ramp;

 14 - Cylindrical rollers;

 32 - Docking platform receptacles.

Figure 5 shows in perspective a detailed top view of the ends of the central platform. In this figure the following elements are represented:

5 - Automatic ramps;

 13 - Skates.

Figure 6 shows the detail of the latch system in ready-to-open wagon position. In this figure the following elements are represented:

 9 - latches;

 10 - Latch safety device.

Figure 7 outlines the structural constitution of the wagon, identifying the three main sections of which it is composed simulating the same in the situation of being loaded with the road vehicle inside, and in the closed / running position. In this figure the following elements are represented:

 15 - Docking platforms;

16 - Central platform. Figure 8 shows, in perspective, the complete structure of the wagon. In this figure the following elements are represented:

 1 - Spear;

 2 - Central reinforcement structure;

 3 - Top reinforcement structure;

 4 - Longitudinal stringers;

 5 - Automatic Ramps

 8 - Self-centering elements;

 9 - latches;

13 - Skates;

 32 - Docking platform receptacles.

Figure 9 shows the automatic coupling of the compressed air system. In open wagon (upper) and closed wagon (lower) position. In this figure the following elements are represented:

 17 - Toothed wheels;

 18 - Brake conduit nozzles;

 19 - Spring;

 20 - Taps / valves for connection / shutoff;

 21 - Mechanisms / tie rods.

Fig. 10 outlines the same principle of operation, but in the case applied to an articulated platform system that will allow the construction of block-like rail compositions as shown in fig. 11 instead of the freestanding wagon shown in Figures 7 and 8.

Figure 11 illustrates the possible final aspect of a block-like railway composition making use of said articulated system of docking platforms. In this case the figure is shown in running position.

Figure 12 illustrates the possible final aspect of a railway composition utilizing said hinged joint platform system. In case in open wagon position. This allows the truck to enter at one end of the center platform and exit at the other.

Figure 13 shows a perspective and top view of the damped link system which joins the two locking platforms in said articulated system. In this figure the following elements are represented:

22 - Relay and pivot union;

 23 - Shock absorber assembly;

 24 - Dish;

 25 - Plate;

26 Came;

27 - Cashier.

Figure 14 shows from the front said articulated platform mounting system, the side receptacles, their accessories and the way in which they are positioned relative to each other and both relative to the bogie being clearly visible. In this figure the following elements are represented:

 27 - Cash;

 28 - Docking platform;

 29 - Docking platform.

Detailed Description of the Invention The present invention relates to a "Picker" multimodal wagon which is a towed rail vehicle and is intended for the carriage within it of goods road vehicles, in particular trucks with or without a semi-trailer or only the semi trailer.

Thus, in addition to its peculiar mode of operation, the wagon has a structure (box / bed) that is differentiated by the use of the following constituent elements:

1. central platform;

 2. docking platforms;

 3. receptacles of the docking platforms;

 4. fitting tips;

 5. Internal ramp system (12);

 6. Locking system (lock) and its security;

 7. Automatic ramps (5) to assist the entry / exit of the road vehicle;

 8. Automatic coupling of the compressed air system;

9. Selection / cutting mechanisms of compressed air;

 10. Lower wheel system to support and maintain center platform alignment.

 11. Articulated system of docking platforms on the same bogie;

 12. Damped link system.

Central platform

The basis / novelty of the bed is in its configuration / geometry thought associating the necessary functional characteristics with the constructive technical requirements. in force. In this same bed the following elements stand out:

Longitudinal stringers (4) - These elements are mainly responsible for the structural strength of the assembly. Located in a lowered position below the maximum wheel height of the road vehicle, under no circumstances do they allow any contact of themselves with the rigid structure of the road vehicle trailer / semi-trailer. This solution will avoid any damage to it, as any contact will be left to the tires only. The struts (4) in this position are always intended to allow the driver of the road vehicle to enter / exit as their maximum height in this area shall be below the door of the truck cab. However, if necessary, in the central zone, where the stresses through the maximum bending moment are higher, these struts (4) may be raised / reinforced, thus obtaining an increase in their structural strength and consequently of the whole wagon.

Central stringers - parallel to the above but much lower in height and situated in the inner center of the wagon, these structures, preferably formed by standard beams / profiles, are joined from one end to the central reinforcement structure (2) and from the other to the structures top reinforcement (3). These stringers will be joined together by metal crosspieces thus reinforcing the structural strength of this central framework.

Reinforcement, center (2) and top (3) - taking advantage of the lower areas of road freight vehicles where the ground clearance is higher, typically At the tops and center, these structures, slightly raised from the rest of the wagon floor, thus play an important role in the structural reinforcement of the entire bed.

Lower Floors - These are the areas where, in their final resting position, the wheels of the road vehicle are positioned. Preferably consisting of a thin plate approximately 10mm thick, it is calculated / chosen so as to be able to withstand the stresses exerted thereon by the tires of the road vehicle at full load. At all ends, in the areas where the reinforcement structures are joined and to compensate for the slight difference in height, small metal ramps are applied. This allows a smooth transition between these and the floors. Likewise, the transition zones of the floor with the side / side of the wagon shall not be at right angles, but at an opening angle greater than 90 °. This last feature, obtuseness of the angle in the transitional side zones, has two main objectives: first, to make the most of the rail jig at its lower limits; second, it does not allow the sides of the road vehicle to approach the sides of the wagon, as the The wheels of the truck, being tight in their lower zone with reduced clearance between them and the wagon are thus perfectly guided making it impossible for the truck to deviate from the straight path. This is made possible by taking advantage of the tire deformability of road vehicles without any effect / damage on them.

Docking Platforms It is the structure located on each of the two tops of the wagon and directly coupled, through the conventional and standard pivot-relay system, to the top of each bogies. In it are applied the normal traction, shock and brake organs / components. It is also to these, at either end, that the central platform will unite and / or separate.

Docking Trays (32)

 Positioned on the docking platforms in lateral position, these receptacles take the form of boxes, more or less closed inside them, and at the bottom, there are or are positioned internal ramps (12) through which the booms will slide (1). ) and which will serve the bed raising / lowering system. The novelty of this device is also in its positioning: lowered, lateral and surrounding the bogie, but always allowing its rotation for insertion in curves, even those with radius less than 75 meters.

Locking Tips / Spears (1)

Located at the ends / top of the bed, two ends at each end. Metallic, will be responsible for raising and supporting the bed, until its final resting position on the inner ramps of the receptacles. Each of these four spikes will be applied laterally to each of the four ends of the side members. This non-contiguous lateral positioning allows you to take full advantage of the kinematic feedback available in that area. This allows for two fundamental things: to involve the bogie without being restricted in its maximum rotation maneuver, in curves of radius of 75 m, and a robust constitution given the generous cross section thus obtained. On your Free ends are positioned two key components: rolling elements (7) which allow smooth movement with minimal friction and wear, and triangular or tapered section tips (8), which constitute an important passive self-centering mechanism when closing / fitting maneuvers.

As for its configuration, it stands out its inferior surface, that in terms of inclination, strictly follows the inclination given to the superior surfaces of the interior ramps of the receptacles. Objective: when at rest with the closed wagon, both will be in solidarity, thus simulating / forming a single rigid body with uniform distribution of compression stresses, due to the weight of the central platform, throughout the wide contact zone. To highlight, the flat zone with approximately 150 mm at the free end, without slope / inclination. This will be used to create additional friction and thus avoid opening the wagon and for better operation of the automatic coupling of the compressed air system. In these lances, a small recess (31) is also referred to at the fixed lower end, which is intended for housing / resting of the rolling element (11) in the receptacles. This rolling element is located just before the start of each inner ramp and slightly raised relative to it.

Last but not least, to detach the "teeth" ramp (s) at the top of each of these lances near the end end and which serve as a stop to the hook / latch (9) when in closed wagon position. Internal ramp system (12) on docking platforms

Already mentioned, these internal ramps (12), positioned inside the receptacles, serve as base / support of the booms, in two different situations: during the lift / descent maneuvers, in this case the contact is made through the bearing (s). (s) at the free end of the boom (7) and / or the rolling element (11) at the beginning of each of these ramps. As for its configuration, the upper surface will closely follow the inclination given to the lower surface of the lances (1) and the lower surface may be flat. To detach, the same flat end zone and, at the end of that zone, a small housing (30), intended to rest the bearing (s) (7), when the wagon is in the closed position.

Locking system (lock) and its security

 It is the system that ensures the safety of the wagon when closed, that is, maintains its integrity as a single object, only allowing decoupling / opening, when activated by the operator.

In each of the two docking platforms there is a latch (9) consisting of two hook-shaped metal pieces joined by the same shaft and placed on the top and inside of the lateral platform receptacles. The function of each of these: "climbing" the small ramp / tooth on the top of each of the booms, when closing the maneuver, and then, when the closing of the wagon is completed, rest on it. From here, any movement of the boom towards the opening of the wagon is prevented as shown in FIG. 3

In these two hooks, there is still a handle or other similar element. Its function is to enable an operator, wishing to open the wagon, to do so on one side or the other by simply grasping this protrusion, activating / rotating the hook thereby freeing the boom from its lock on the tooth. It is further added that the assembly, hook and shaft thereof are balanced in their mass, such that, exerting no force on them, their natural / normal position is with the hook almost horizontal. Purpose: To keep this part in a position that allows the car to be locked automatically when performing the closing maneuver. If necessary and for this purpose, the same shaft may be applied to maintain / achieve this balance.

Another very important component of this set is the so-called latch safety device (10). Basically, it is a metal bar or shaft which, after closing the wagon and the latch hook is in its resting position on the tooth and by operator action, either side of the wagon, moves or is placed, over the top of the hook. This prevents any movement of the hook in the unlocking / opening direction of the wagon. It is also noteworthy that this movement device is difficult, which in this case is achieved by the inclusion of slots that have to be aligned with ribs / protrusions existing in this shaft so that it can only move. unlocking the hook. Objective: To prevent spontaneous opening / movement of the device.

Automatic ramps (5) for assisting in / out of the road vehicle

 So that road vehicles can easily cross the small entry / exit height of the wagon approximately 15 cm in this area, it has two small ramps (5), one at each end. Basically, they consist of simple metal structures, fixed and articulated in the bed of the wagon. By default, when not subjected to any force, this ramp will remain almost horizontal, but will not touch the ground. This is achieved by the action of a spring or similar element which keeps the ramp at a minimum height from the ground without touching it, which only happens when and how it is intended. The ramp is "treaded" by the tire / wheel of the road vehicle, so, having overcome the spring effort, the ramp is forced to descend, at that time leaning / touching the ground and then helping to raise / lower the truck. to / from inside the wagon.

Noteworthy in this device is its fully automatic operation, either when lowering, when opening the wagon, or when rising when closing. This is achieved by the action of the skates (13) that each ramp has, one at each of its two lateral ends, which, being the ramp in horizontal position, and with the approach of the docking platform when closing the wagon in contact with the cylindrical rollers (14). Continuing the approaching movement, these rollers will run the skates simultaneously and in the following, they will force the skates until it reaches, at the end of the closing movement of the wagon, the vertical position. Then, through the contact / permanent pressure of the cylindrical rollers in its lower part, the ramp will remain "tidy" and locked in this position, constituting a further barrier to eventual longitudinal displacements of the truck. The process of lowering / opening it will take place in the inverse movement of opening of the wagon, at which time, due to the gravitational force, and without the pressure exerted by the roller that, in solidarity with the platform, moves away, the The ramp will descend to its horizontal position, again without ever touching the ground and once again ready for entry / exit of the road vehicle.

Automatic coupling of compressed air system

 Given that wagons of this type need to be opened, which in practice translates into full separation / fractionation of the wagon into two or three parts, then the need arises to create a fast, simple, efficient and reliable method / mechanism that can be met. the cutting / connecting function of the compressed air duct running through the entire composition. In this wagon this is achieved by a mechanism shown in FIGS. 9. Its main components: two brake line nozzles (18), similar to standard (UIC) but devoid of "ears", a spring (19) and a guide assembly achieved through the "male-female" shape given to a and another piece surrounding the nozzles (18).

Working principle: In the final phase of closing the wagon, the two nozzles, perfectly aligned with the action of the guide assembly, come into contact with each other, the contact "tightens" as the wagon reaches its final position. closing, from a certain displacement, the spring comes into play, which behind one of the nozzles compresses and thus limits the clamping force exerted between the two components. Result: after the closing process of the wagon, the coupling thus constituted by these two nozzles, is firm by the force exerted by the spring and is positionally stable, because the latch of the closing of the wagon will guarantee this. The opening / decoupling action takes place in the reverse operation, ie opening of the wagon. Note that this whole set is still based on an elastic base / supports. This makes it possible to compensate for the slight descent / misalignment that occurs in the final phase of closing the wagon when the rolling member at the tip of the boom enters its final housing on the internal ramps (12). The upper part of fig. 9 illustrates the assembly in the open wagon position, the bottom in the closed wagon position.

Selection / cutting mechanisms of compressed air

 Complementary to the previous point system is the selection / cutting mechanism of compressed air. Its purpose: to cut off the supply of compressed air and thus to actuate the brake of the railway composition according to the opening / closing needs of the wagon.

Summary of its constitution: two UIC standard taps / shut-off valves (20) for connecting rail vehicles located in the general duct. These are operable from the part of the controls located on the docking platform via the mechanisms / rods (21). To control the valve located on the center platform, a set of two half sprockets (17) is used which abut / disengage as the wagon closes or opens. Each wagon has two of these sets, each located in the transition zone / section between the docking station and the central. Thus, all the operator has to do when opening the wagon maneuvers is to operate the valve in the section to be opened to allow the compressed air to escape from the section to be immobilized. Thus, the part of the wagon / composition to be removed will continue to be supplied with compressed air and operable by the driver, the part to the rear, without compressed air, will be immobilized as intended. With the closing of the wagon again the nozzles come together, so that, after completion of closing, all the operator has to do is open the previously closed valve. This will reset the compressed air pressure in the general duct, at which point the brake of this section will automatically be released, allowing the driver to move it and the operator, if appropriate, to move to the next wagon / section to close.

Bottom wheel system for center platform alignment support and maintenance

Two small wheels (6) are placed under the central platform at each of the two top ends of it. Purpose: to serve as contact between the center platform and the rail when the latter is separated from the docking platforms. Thus, in addition to a secure and perfectly aligned seating of the central platform, the latter and given these wheels have a rail profile, including flange, can also be autonomously moved on the rails making opening / closing possible not only in retracting / approaching the docking platforms but also alternatively retracting / approaching the central platform.

Articulated system of docking platforms on the same bogie

This system allows the simplification and maximum optimization of the railway composition, commonly known as the train. Assuming that, in the case of very long haul, it is more advantageous to transport only the semi-trailers than the entire truck, namely the semi-trailer with tractor, we are in these conditions with the possibility of constituting a wagon with lower needs, either. maximum load capacity and length. Thus, it becomes possible for a single rail bogie to obtain sufficient loading capacity to support the full gross weight of a wagon rather than constructing a stand-alone wagon as shown in Figs. 7 and 8 with two bogies, one on each top, we have the possibility of constituting a new type of railway composition (fig.11) a composition (block type) in which two central platforms (loading) share in each of their tops. The same bogie, which in this case has on its own and positioned superimposed on each other, two docking platforms (28 and 29). The advantages of this new mounting scheme are numerous, notably: simpler and more economical wagons because they do not require a bogie and also the traction and shock components. The railway composition itself is also much more optimized as it is much less tare and its length for the same load capacity is much shorter. On the other hand, the purchase and maintenance costs of this wagon, having fewer components, are also much lower. Damped Tree System

 Essential component for the constitution and operation of the articulated platform system. It is constituted and functions as follows: a simple and standard pivot and relay-like joint (22) is housed at the inner end of a housing (27) and can move longitudinally along it. At one end, this link and pivot is integral with a shaft end (26), which in turn moves in relation to the relation with the plate / plate (25) and is free with respect to the other plate (24). ); moving in the opposite direction will already be integral with the other plate (24) and free with respect to the plate (25); Between these two plates there is also a standard damping assembly (23) for use on railway traction devices. To summarize the operation: by moving the plate (22) towards the plates (24) and the plates (25), there is a simultaneous movement of the plate (24), which is integral with the shaft (26), towards the plate (25), this displacement is however dampened by the set

(23) thus compressed between these plates. In the opposite direction, the opposite happens, that is, the plate

(25) which, being integral with the shaft (26), meets the plate (24) once again, compressing the damping assembly (23) between them. The main function of this system: in addition to establishing the essential mechanical connection between the two docking platforms, which on the same bogie are thus allowing the transmission of traction to the rest of the railway composition, it also plays a damping role in the transmission of this traction effort / movement in either direction. Ultimately, this component will in this assembly perform the same functions as usual Shock and traction play in the classic version of an autonomous wagon.

Mode of operation - Being autonomous or articulated wagon its mode of operation, namely opening and closing, does not differ occurring as follows:

To open, the operator removes the latch safety (10), lifts the latch (9) and cuts the compressed air supply at the top to be opened. Instructs the driver to proceed with the composition. From this moment on, with movement and at this top of the wagon, the central platform detaches from the docking platform, completely separating from the latter. In so doing, by sliding the locking tips (1) onto the internal ramps (12) in the locking platform receptacles (32), the central platform (16) also decreases, shortening its ground clearance / rails, until on them rests by seating the lower wheels (6). At this point, the top ramps (5) automatically descend, thus being prepared for the entry / exit of any road vehicle to / from the interior of the wagon. The closing procedure follows the same principle, with only the movement in the backward direction of the composition, to the position in which it was initially. In reverse order, everything then and automatically proceeds until the wagon is closed again and the operator simply has to put the safety in the latch and open the compressed air tap so that the wagon is again fit for circulation.

Applications - Wagons with this operating principle will be used for the transport of road vehicles. specifically, heavy goods. Particularly relevant given the current ecological levies and economic constraints / restrictions which make it imperative to reduce the use of modes of transport that depend exclusively on fossil fuel consumption, such as road mode.

This vehicle, which is easy to manufacture and maintain and without special means of operation, can basically load and unload a lorry on any section of the railway line, provided that the surrounding floor is suitable for moving the road vehicle to loading / unloading, and as this condition is already present in any banal logistic platform, we can thus and among them immediately move and operate these wagons; railway stations with minor changes may also be used for this purpose. The economic, ecological and public health benefits are also immediate and obvious: by removing lorries from the roads and making them transport by rail much more efficiently, with consequent savings in polluting gas emissions, fuel consumption fossil fuels, contributing to the improvement of people's health and consequently to the well-being of societies.

Preferred embodiment - The construction of rail freight wagons nowadays meets a number of specifications that have to be observed. Vital components that directly imply safety, as well as some operating requirements, are now regulated / standardized by the individual entities of each country or rail network. Among others, these These requirements are also intended to ensure the correct interoperability or compatibility between vehicles. These factors must therefore be taken into account in the design of any wagon, and there are many advantages, even economic ones, in always seeking the use of existing components which are approved and accepted on the market. On the other hand, the already acquired knowledge about them will also allow the future owner or user much easier and cheaper maintenance.

The wagon now presented followed these principles. Thus, we have a wagon whose constitution, can / should use, among those available on the market and already approved, the following components: bogies, brake components, suspension, running gear, traction, shock and other support accessories / safety. This way, this wagon is compatible with all existing ones on the market, which gives it another great advantage of making it suitable for most of the various existing rail networks. This also explains why these components are only illustrative in this work. They have no relevance in this wagon, and it has the ability to adapt to everyone, all depending only on the requirements of the network where it will operate and / or customer's will.

The following claims further highlight particular embodiments of the invention.

Claims

1. A multimodal wagon characterized by a structure comprising the following elements:  - central platform (16);  - Docking platforms (15);  - Docking platform receptacles (32);  - Fitting tips (1);  - Internal ramp system (12);  - closing system;  - Automatic ramps (5) to assist the entry / exit of the road vehicle;  - Automatic coupling of the compressed air system; - Selection / cutting mechanisms of compressed air;  Lower wheel system (6) for supporting and maintaining central platform alignment;  - Articulated system of docking platforms on the same bogie;  - Damped link system. Multimodal wagon according to the preceding claim, characterized in that the central platform (16) comprises the use of longitudinal spars (4), central spars, central (2) and top reinforcement structure (3) and lower floors. Multimodal wagon according to the preceding claims, characterized in that the longitudinal members (4) are located in a lowered position below the maximum wheel height of the road vehicle. 1 Multimodal wagon according to the preceding claims, characterized in that the central spars are located parallel to the longitudinal spars (4) located in the inner center of the wagon, joined from a top to the central reinforcement structure (2), and from the another to the top reinforcement structure (3). Multimodal wagon according to the preceding claims, characterized in that the central stringers are joined together by metal crosspieces. Multimodal wagon according to the preceding claims, characterized in that the lower floors consist of a thin plate 10 mm thick. Multimodal wagon according to the preceding claims, characterized in that the transition zones of the floor with the side / side members are made at an opening angle greater than 90 °. Multimodal wagon according to the preceding claims, characterized in that the docking platform (15) is located on each of the two tops of the wagon and is directly coupled through the conventional and standard pivot linkage system to the top of each one. Bogies. Multimodal wagon according to the preceding claims, characterized in that the receptacles of the docking platforms (32) are positioned in a lateral position, taking the form of boxes, and at the bottom there are or are positioned the internal ramps (12). where the spears will slide (1). Multimodal wagon according to the preceding claims, characterized in that the receptacles of the 2 docking platforms (32) are positioned recessed, sideways and around the bogie. Multimodal wagon according to the preceding claims, characterized in that the locking tips / lances (1) are located at the ends / top of the bed, two ends at each end. Multimodal wagon according to the preceding claims, characterized in that rolling elements (7) and triangular or conical section tips (8) are positioned at the free ends of the locking points / lances (1). Multimodal wagon according to the preceding claims, characterized in that the locking tips / lances (1) have a small recess (31) at the fixed lower end. Multimodal wagon according to the preceding claims, characterized in that the ramps (12) are positioned within the enclosures. Multimodal wagon according to the preceding claims, characterized in that the ramps (12) include a small housing (30). Multimodal wagon according to the preceding claims, characterized in that it has a latch (9) consisting of two hook-shaped metal pieces joined by the same shaft and placed on the upper and inner sides of the platform side recesses. Multimodal wagon according to the preceding claims, characterized in that the locking system includes a 3 latch safety device (10) consisting of a metal bar or shaft. Multimodal wagon according to the preceding claims, characterized in that the automatic ramps (5) for assisting the entry / exit of the road vehicle consist of simple metal structures fixed and articulated on the bed of the wagon. Multimodal wagon according to the preceding claims, characterized in that the automatic coupling of the compressed air system comprises two brake line nozzles (18), similar to the standard (UIC) but devoid of the "ears", a spring (19). and a guide assembly achieved through the "male-female" shape given to one and another part of the nozzles (18). Multimodal wagon according to the preceding claims, characterized in that the compressed air selection / shut-off mechanisms comprise two UIC standard taps / shut-off valves (20) for connecting rail vehicles located in the general duct. Multimodal wagon according to the preceding claims, characterized in that the lower wheel system for supporting and maintaining the center platform alignment consists of two small wheels (6) placed under the center platform at each of the two top ends. of the same. Multimodal wagon according to the preceding claims, characterized in that the articulated platform-mounted system on the same bogie consists of a 4 composition in which two central platforms share on each of their tops the same bogie. Multimodal wagon according to the preceding claims, characterized in that the damped relay system consists of a simple and standard relay and pivot joint (22) housed at the inner end of a housing (27). Method of operating goods in and out of the multimodal wagon described in the preceding claims, characterized in that it comprises the following steps:  - the operator removes the safety of the latch (10);  - lifts the latch (9) and cuts off the compressed air supply at the top you wish to open;  - the operator instructs the driver to proceed with the composition;  - the central platform detaches from the docking platform and is completely detached from the latter;  the central platform descends by sliding the locking tips (1) over the internal ramps (12) in the receptacles (32) of the locking platform, shortening its distance to the ground / rails, until it rests on them. lower wheels (6);  the top ramps (5) automatically descend thus being prepared for entry / exit of any road vehicle. Use of the multimodal wagon described in claims 1 to 23 for use in the carriage of road vehicles. 5th