A rail car for the carriage and transportation of commercial road vehicles

Abstract: In a railway transport car for road vehicles which has two bogies (1, 2), one at each end, and a fixed frame (6) that consists in a pair of parallel beams (6a, 6b) interconnecting two flat car bodies (6c, 6d) mounted each by way of a spherical bearing (40) to a relative bogie, the road vehicle (5) is loaded onto a rigid cradle structure (4) resting on the flat car bodies (6c, 6d) at either end, which can be elevated by a platform (7) positioned centrally beneath and permanently associated with the deck of the cradle, and rotated thus between an inboard position and an outboard position, supported during the manoeuvre by a single slewing mechanism (9) coinciding axially with its centre of gravity (X) when loaded; in addition, the platform (7) and the beams (6a, 6b) are connected through a mechanical interlock (60), in such a way that the elevating movement of the cradle causes the beams to lift and flex, distancing the flat cars (6c, 6d) from each other longitudinally to gain increased clearance.

Description: The present invention relates to a rail car of the type used in carrying and transporting commercial road vehicles. As is widely recognized, considerable problems of speed and safety affect the circulation of large and heavy goods vehicles (widely known and referred to as TIR) on roads and motorways. In an attempt to alleviate the situation at least in part (and in addition to existing laws whereby circulation is prohibited at certain times), the option has been provided of transporting such road vehicles by rail, especially on journeys of which the greater part consists in simple transit across given territories or countries. The prior art already embraces a number of rail cars designed for this purpose. One such car consists simply in a flat platform without sides affording a cradle structure by which a tractorless semitrailer can be accommodated with its road wheels suitably immobilized; one end of the car naturally will afford a seating to accept the front articulation pivot of the semitrailer. The semitrailer is loaded and offloaded by cranage installed at the departure and destination railway yards, which will incorporate the necessary space for manoeuvring, track system, customs and excise offices, etc.. Another car similar in basic design to that briefly outlined above consists likewise in a low loading platform, but with at least one end fashioned as a gate, equipped with coupling and buffers in the conventional manner, which can be opened manually so as to provide a vehicle with roll-on roll-off access to and from the platform by way of special ramps, be it tractor and semi- or truck and full trailer. A further type of car comprises a double platform, of which the first is fixed and provides the load bearing structure, whereas the second is disposed parallel with and above the first; this same second platform is hinged to the first at one corner about a vertical pivot in such a way as to rotate and project outboard on one side, thus creating a ramp up which a semitrailer can be manoeuvred onto the car. The second platform is of course equipped at its farthest end with means by which to establish contact with the ground (e.g. hydraulic cylinders operated by the rail yard personnel), that combine with the pivot to support the weight of the vehicle being manoeuvred. A still further solution, as can be seen in the publication US-A-2,782,733, envisages a fixed base structure which stably connects the two end cars, to which structure an underlying platform is connected by means of a central rotation wheel, which underlying platform will receive the weight to be transported. The flexions the weight generates on the mobile platform require the use of additional support elements, or rest elements to contact the ground during a loading or unloading phase, which leads to the consideration that such a solution is not suited to an automation of the loading/unloading phases. Alternatively, the sizes of the platform and thus the size values and the weight loaded will have to be limited, and thus the car is not suitable for the transport of articulated trucks. There are drawbacks discernible in all of the above designs: the first rail car mentioned can be utilized only in yards equipped with the necessary cranage and auxiliary structures, a factor which obviously limits its usefulness and general diffusion; the second rail car mentioned imposes practically the same operating demands as the first (suitably equipped yards, lengthy manoeuvres, etc.) with the sole exception of cranage; the third car mentioned provides genuine novelty over the former two, inasmuch as vehicles can be loaded and offloaded at locations with relatively limited facilities, but has been found lacking in strength and tends to require even more time to load and offload than has been experienced with the preceding two types, given that the extension and positioning of the ramp platform calls for manual intervention on the part of the operator. What is more, the lateral clearance required by the moving platform is considerable (given that the outreach substantially matches the length of the platform itself), so that a generous amount of space must be provided; also, roll-on roll-off operations must necessarily be effected in opposite directions, with the result that manoeuvres are even lengthier. Accordingly, the object of the present invention is to overcome the various drawbacks mentioned above by providing a transporter rail car for commercial road vehicles of which the structure will be wholly suited to regular service requirements, affording an arrangement whereby semitrailers can be loaded and offloaded swiftly and safely, which minimizes the time consumed in manoeuvring operations, and which can be used substantially in any railway yard whether equipped for such operations or not. The stated object is comprehensively realized in a rail car as characterized in the appended claims One of the advantages obtainable according to the present invention derives essentially from the barycentrically balanced type of rotation effected by the structure accommodating the vehicle, namely, that of enabling load and offload in notably brief intervals of time, and from either side of the car; to further advantage, the movement of the cradle structure can be automated, dispensing with the need for manual intervention by skilled operators and entrusting safety and reliability to automatic control media. The invention will now be described in detail, by way of example, with the aid of the accompanying drawings, in which: fig 1 illustrates the rail car according to the present invention in side elevation; figs 2 and 2a are a plan from above and a side elevation, respectively, from which certain parts are omitted better to reveal others, illustrating a platform by which one section of the rail car is supported and manoeuvred; fig 3 shows a detail of the platform of fig 2 in side elevation, with certain parts omitted better to reveal others; fig 4 shows a further detail of the platform of fig 2 in side elevation; figs 5 and 6 are frontal elevations showing one end of a ramped structure destined to accommodate the road vehicle, seen with certain parts omitted better to reveal others, in which the ramps are illustrated in two different positions; fig 7 is a side elevation illustrating means by which the ramps of figs 5 and 6 are manoeuvred, with certain parts omitted better to reveal others; fig 8 is a side elevation illustrating means by which to stabilize the structure accommodating the road vehicle, with certain parts omitted better to reveal others; fig 8a is a frontal elevation showing a detail of the stabilizing means of fig 8, with certain parts omitted better to reveal others; fig 9 is a detailed enlargement of means outlined in the side elevation of fig 1, by which to elevate an area affording support to a semitrailer; fig 10 illustrates one of a set of clamp bolts by which the structure accommodating the road vehicle is made secure, viewed in side elevation, enlarged and with certain parts omitted to reveal others; figs 10a and 10b illustrate certain component parts of the clamp bolt of fig 10, viewed from 'A' and in schematic side elevation, respectively; fig 11 is a side elevation serving to illustrate the flexing action of the beams by which the two flat car bodies are interconnected in a rail car according to the invention; fig 11a is the enlarged detail of an alternative method of joining the flat car bodies and beams of the fixed frame structure; fig 12 shows the rail car according to the present invention in plan from above. With reference to the accompanying drawings, the rail car is used to carry and transport commercial road vehicles of any given description (trucks with or without trailer, vans, etc.); in the interests of simplicity, the road vehicle described and illustrated by way of example is a semitrailer, denoted 5 in its entirety (see figs 1 and 12 in particular). The car consists essentially in a number of basic assemblies carried by a pair of standard flat car bogies 1 and 2 running on rails 3, namely: a fixed frame structure 6 comprising a pair of parallel beams 6a and 6b suspended between and stably interconnecting the two flat car bogies 1 and 2; a rigid bearing structure 4 of cradle embodiment, accommodating the semitrailer 5; means 7 by which to elevate the rigid cradle structure 4; means 9 by which to rotate the elevated cradle structure 4; means 60 by which the cradle structure 4 and the frame beams 6a and 6b are mutually interlocked. More exactly, the fixed structure 6 comprises the two beams 6a and 6b, disposed mutually parallel within the same plane, and two flat car bodies 6c and 6d mounted each to the relative bogie 1 and 2 by way of a spherical bearing 90 of conventional embodiment (illustrated schematically in fig 11), which are stably interconnected by the beams at a given height below their deck surfaces. In the example of fig 1, the two beams 6a and 6b are of substantially square section, and associated rigidly at each end with a corresponding vertical projection 41 issuing downwards from the flat car body. The cradle structure 4 is of lattice construction (see fig 1), provided at each end with a pair of arms 4a by way of which the structure rests on the relative flat car body 6c and 6d, and exhibiting a central U-section body 26 with a centre bulge 26a beneath which means of rotation 9 are accommodated at least in part. 29 and 30 denote a pair of ramps hinged to each end of the cradle structure 4 about a first horizontal and transverse pivot 33, by way of which the semitrailer 5 is afforded access to and from the car in either direction. The ramps 29 and 30 are permanently associated with means denoted 31 mounted to the cradle structure 4, by which to bring about their movement (see figs 5, 6 and 7) between a closed position, in which both ramps 29 and 30 are raised perpendicular to the cradle 4, and a lowered open position in which the ramps 29 and 30 are angled downward with one end resting on a surface C capable of accommodating and bearing the weight of the semitrailer 5. Such means 31 consist in fluid power cylinders 32, one located centrally between each pair of ramps 29 and 30 (fig 7), of which the rod end 32a is hinged to the cradle structure 4 about a second horizontal pivot 34, located internally of the cradle 4 and parallel to the first pivot 33, and the remaining end connects by way of a third hinge pivot 35 with the ramps 29 and 30 themselves, in such a way that these can be manoeuvred as one between the open and closed position aforementioned. Means 7 for elevating the cradle structure 4 from the flat car bogies 1 and 2 are installed beneath the structure itself, in a central position, and capable of movement through the agency of relative actuators 11 and 12, between two limit positions: at rest, in which the means 7 are stowed under the cradle structure 4 and occupy a minimum of vertical space; and operative, substantially projecting from the cradle structure 4 and in contact with a datum surface P beneath. In the example of figs 2 and 3, elevating means 7 consist in a battery of single actuators 11 and 12 (illustrated as fluid power cylinders) arranged in four opposed pairs of which first ends are anchored pivotably to separate points of a load bearing platform 13, associated permanently with the cradle structure 4 by way of the aforementioned rotation means 9, and the remaining ends are hinged in pairs to four respective feet 14 destined to enter into contact with the datum surface P, which in this instance is provided by the railway track 3. In the stowed position, each pair of cylinders 11 and 12 is accommodated internally of a respective recess 13a afforded by the platform 13; in effect, the platform comprises two pairs of horizontal and parallel longitudinal members 15 and 16 (see fig 2) between which two pairs of cylinders 11 and 12 are arranged in coaxial alignment on each flank. The rotation means 9 of the rail car disclosed are incorporated into the platform 13, barycentrically positioned and interconnecting the platform and the cradle 4; such means 9 comprise actuators 18 and 19 designed to impinge on the cradle 4 and bring about its rotation between a position fully inboard in relation to the two flat car bogies 1 and 2, and, in conjunction with the operative position of the elevating means 7, a roll-on/roll-off position in which the raised cradle is rotated about a vertical barycentric axis X (fig 2a), projecting outboard in relation to the two flat car bogies 1 and 2. In the example of fig 2, the rotation means 9 are embodied as a slewing ring 17 accommodated in part by the load bearing platform 13, internally of a central circular opening 13b that also accommodates the two actuators 18 and 19 beneath (see fig 2a); these actuators are also shown as cylinders 18 and 19, disposed horizontal and parallel with their respective rods 18a and 19a set in opposition and associated permanently with each end of a lever 20 that is rotatable as one with the cradle 4 back and forth between the inboard and outboard positions described above. 10 denotes pantograph means installed on each side of the rotation means 9, disposed transversely to the longitudinal axis of the cradle structure 4 (see figs 2 and 4), which are designed to impinge on the cradle structure, and more exactly on the platform 13, thereby providing transverse stability when the elevating means 7 are in their operative position. In the example of the drawings, such pantograph means 10 consist in two parallel pantograph type linkages 21 and 22 accommodated internally of the platform 13 and disposed substantially transverse to the elevating means 7; the two linkages 21 and 22 are anchored at one end to the platform 13, and at the remaining end to the feet 14 on each side. With the elevating means 7 occupying the operative position, the pantographs 21 and 22 are extendible (see fig 4) from a folded position, drawn up into the platform 13, to a transverse bracing position assumed with the feet 14 planted on the datum surface P. In order to ensure stability and safety in transit, each pantograph 21 and 22 is provided at the end anchored to the platform 13 with interference means consisting in a pin 24, one to each linkage 21 and 22, associated with the platform 13 and disposed at right angles to the direction of movement of the pantograph 10; each pin 24 is fastened coaxially by one end (see fig 4) to the rod of a cylinder 71 mounted horizontally to the platform 13, and can be reciprocated thus between a non-operative position, distanced from the pantographs 21 and 22, and a position of interference in which the pin 24 is stably inserted into a corresponding socket 25 afforded by the pantographs 21 and 22 in such a way that these are locked into their at-rest position, folded away within the vertical compass of the car. The pin 24 is provided at its point of attachment to the relative piston rod with a contact bar 72, disposed in a vertical plane, the purpose of which is to impinge upon and compress a safety valve 73 when the pin 24 is in the position of interference; the valve 73 is mounted to the platform 13, and connected into a safety circuit 59 that constitutes a standard item of the car's equipment (illustrated only in part), by which all of the air-operated components are governed, and by which the movement of the car at departure is ultimately enabled or inhibited. More exactly, the safety valve 73 is connected into the air braking system with which all rolling stock is fitted, and functions in the manner of the emergency air brake valve located in passenger compartments, as do all other similiar safety valves to which reference is made in the course of the description, i.e. with the valve 73 in the closed position and blocking the relative air line, the circuit no longer exhausts but stays pressurized, thus enabling operation; accordingly, when all such safety circuits are pressurized, the train can move off. 36 and 37 denote stabilizing means associated with the underside of the cradle structure 4 at each of its ends (see figs 5, 6 and 8), which consist in cylindrical supports with bases 36a and 37a fitted to their respective ends; each such support 36 and 37 consists in a fluid power cylinder anchored by one end to cradle 4 and is operated in conjunction with a parallel and external lever 38 of which one end is rigidly associated with the cylinder. This same lever 38 is pivoted at its remaining end to the piston rod 39a of a further cylinder 39 located internally of and anchored to the cradle structure, by means of which the cylinders 36 and 37 can be rotated, with the cradle itself swung outboard of the car, from a substantially horizontal position stowed within the body 26 of the cradle 4 to an essentially vertical position projecting downwards from the cradle with the bases 36a and 37a resting on the surface C beneath. As illustrated in fig 8, each stabilizer cylinder 36 and 37 accommodates a second cylinder 40 of smaller diameter, coaxially disposed and with its two ends anchored to the corresponding ends of the larger cylinder 36 and 37, in such a way that these are braced to relieve any excessive axial stresses when in the vertical position. Also discernible from figs 8 and 8a, the stabilizer cylinders 36 and 37 described above are provided with second interference means consisting in second horizontal pins 74, one to each cylinder, fastened by one end to the rod of a respective cylinder 75 mounted horizontally to the cradle structure 4 (the two pins 74 and cylinders 75 serving each pair of stabilizers 36 and 37 being disposed parallel and in opposition, clearly enough). The second pin 74 is reciprocated by the relative cylinder 75 between a non-operative limit position, distanced from the cylinder 36 or 37, and an operative limit position of interference, obtainable with the cylinders 36 and 37 in the stowed position, in which the pin 74 is interposed between the stabilizer and the datum surface P. Like the first pins 24, each second pin 74 carries a second vertically orientated bar 76 at the end associated with the cylinder 75, which, with the cylinder 36 or 37 stowed and the pin 74 moved into the interference position, will engage a second safety valve 77 mounted to the cradle 4 directly in the path of the bar; here too, the valve 77 is connected up to the safety circuit 59 of the rail car. In transit, the cradle structure 4 and the two flat car bodies 6c and 6d are clamped firmly together by means of horizontally disposed T-bolts 42, mounted to the two flat cars, which locate in corresponding sockets 43 incorporated into the cradle 4 (fig 10); the bolts 42 are arranged in pairs issuing from the inward facing ends of the flat car bodies, parallel with one another and with the datum surface P. Each bolt 42 affords a coaxial threaded cylindrical seating 44 to accommodate a threaded stud 45 by which the cradle structure 4 and the body 6c or 6d of the flat car are clamped together. The stud 45 is rotatable about its own axis and keyed coaxially at one end to a gear 46 in mesh with a vertical rack denoted 47, located to one side of the stud 45 and capable of reciprocating movement produced by a cylinder 48 anchored to the car, in such a way as to distance and clamp the corresponding T-bolt 42 respectively from and against the near face of the relative socket 43. As discernible from figs 10a and 10b, the shank of the T-bolt 42 is of octagonal external section, and inserted into a bush 80 of corresponding internal section associated with the flat car body 6c or 6d; the free end of the bush 80 is rigidly associated with one end of a transversely disposed lever 81, of which the remaining end is secured pivotably to the rod 82a of a cylinder 82 anchored in its turn internally of the relative flat car body 6c or 6d in such a way as to permit of rotating the lever 81 between a substantially vertical position and a substantially horizontal position (with the T-bolt in the distanced position, needless to say). Thus, the T-bolt can be made to rotate between a vertical position of engagement with the socket 43, and a horizontal position enabling its release (phantom line, fig 10b). As illustrated in figs 1 and 9, the semitrailer 5 is provided at one end with a vertical pivot 5m destined to couple with a bearing afforded by the tractor truck, and a telescopic strut or parking leg 5a that is supported internally of the cradle structure 4 by means denoted 49 in their entirety; such means 49 are mounted to the deck B of the cradle structure, and capable of movement between an at-rest limit position, lowered onto the deck B (bold line at left of fig 9), and an operative position raised from the deck B, assumed when the cradle structure 4 is rotated into the outboard position. In the example of fig 9, means 49 supporting the trailer leg 5a comprise a pair of pantographs 52 and 53 of which the bottom ends are hinged to the deck B and the top ends to a horizontal table 51 on which the leg 5a is positioned; the table 51 is anchored at one end to the rod 54a of a cylinder 54 hinged at its remaining end to the deck B and set an an angle such as will permit of manoeuvring the table 51 between the lowered and raised positions. In an alternative embodiment of these same support means 49, the hinged cylinder 54 might be replaced by a telescopic actuator 50 (illustrated in phantom line, fig 9) attached by its respective ends to the deck B and to the underside of the table 51, in a central position, and flanked on either side by the pantographs 52 and 53, which are again hinged at bottom to the deck B and uppermost to the table 51 in such a way as to stabilize movement between the raised and lowered positions. Fig 5 schematically illustrates the aforementioned interlocking means 60, embodied in this instance as a pair of brackets 61 associated preferably though by no means necessarily with each side of the load bearing platform 13; each bracket projects beneath and thus interferes with the relative beam 6a and 6b in the vertical plane, for a reason that will become clear in due course. Alternatively, such means 60 might consist simply in fasteners (bolts, pins, shackles, etc.) capable of ensuring a stable connection between the platform 13 and the beams 6a and 6b. 83 denotes third interference means associated with each flat car body 6c and 6d (see figs 1 and 12) and consisting in a pair of bars, each hinged by one end to one side of the flat car 6c and 6d and rotatable (manually, or preferably by automatic means) between a non-operative position, resting on the flat car body 6c or 6d with the unattached ends directed away from the cradle structure 4, and an operative position of interference (obtainable with the cradle 4 rotated inboard), swung through 180° and in lateral contact with the relative arms 4a of the cradle structure 4; in the operative position, each bar 83 locates in a clevis element 84 rigidly associated with the flat car body 6c or 6d, thus providing further stability. To advantage, a safety valve similar to those previously described might be fitted internally of the clevis 84 and connected up to the standard air circuit of the rail car (not illustrated). As discernible from the foregoing specification, the rail car according to the invention exhibits notable compactness when loaded, inasmuch as the two bogies 1 and 2 are interconnected permanently by the beams 6a and 6b, as well as being clamped up to the cradle structure 4 by way of the T-bolts 42. In addition, the bulge profile 26a of the body 26 conveniently accommodates all such means as remain idle during transit, particularly the elevating and stabilizing means, which thus remain neatly stowed. As regards removal of the semitrailer 5 from the car, the necessary manoeuvres can be effected even in rail yards not specifically equipped for the purpose. In practical application, the rail car is stationed alongside a bay of the loading yard (or indeed any convenient space in which the road vehicle can be manoeuvred), whereupon the T-bolts 42 are released to leave the cradle structure 4 simply resting on the flat cars 6c and 6d. This done, the four pairs of cylinders 11 and 12 of the elevating means 7 are operated to lower the four feet 14, thereby lifting the platform 13 and raising the cradle structure 4 off the flat cars to stand free on the track P; the pantograph stabilizers 10 also extend, bracing the elevated platform 13 transversely. As the cradle is raised to the elevated position, the interlocking means 60 impinge upwardly on the beams 6a and 6b, with the result that the beams will flex and cause the two flat car bodies 6c and 6d to tilt away from centre through a given angle Á (fig 11), such that the longitudinal clearance afforded to the cradle is increased. At this point, the rotation means 9 are operated to swing the cradle structure 4 about its vertical axis X through an angle of approximately 45° from the longitudinal axis of the rail car; with the vertical axis X located barycentrically, the weight of the rotating cradle can be supported entirely by the slewing ring 17, without any additional rolling or sliding support. Following rotation, the two sets of stabilizer cylinders 36 and 37 are operated in concert to brace the cradle 4 in readiness for the semitrailer 5 to roll on (or roll off); at the same time, the endmost cylinders 31 will operate to lower the ramps 29 and 30 from the raised position down onto the surface C beneath. With the stabilizers and ramps set down, a tractor truck and semitrailer 5 can roll onto the cradle 4 (either forward or in reverse), to the point where the trailer wheels locate in corresponding wells 95 and the parking leg 5a is positioned directly above the support means 49, which then operate to raise the front end of the semitrailer and separate the pivot 5m from the tractor, allowing the tractor to drive away. The cradle 4 is now rotated inboard and lowered onto the bogies by reversing the procedure described above, the support means 49 are lowered, and the pivot articulation 5m drops into a seat 96 of conventional embodiment fitted to at least one of the flat cars 6c or 6d. In an alternative embodiment of the rail car, the beams 6a and 6b might be connected slidably to the flat car bodies 6c and 6d in a arrangement (clearly illustrated in fig 11a) comprising at least one socket 41a afforded by the downward projection 41 of the flat car body, in which at least one end of the relative beam is freely accommodated, cushioned by belleville disk springs 97 on either side in such a way that the flat car can be distanced from the cradle 4 prior to its rotation and thus provide the necessary longitudinal clearance. The foregoing description implies no limitation; for example, the same car might be equipped for truck-and-full-trailer duty, in which case the longitudinal dimensions would be increased and the cradle deck embodied flat with the continuity of its surface unbroken from end to end.

Claims: A rail car for the carriage and transportation of road vehicles, comprising: two bogies (1, 2) running on rail tracks (3), and between the bogies, a fixed frame structure (6) consisting in at least one pair of beams (6a, 6b) disposed parallel and within the same plane, substantially level with the two bogies (1, 2), and two flat car bodies (6c, 6d) located one at each end, each associated by way of a spherical bearing (90) with a respective bogie in such a way that the bogies (1, 2) are permanently interconnected; a rigid cradle structure (4) stably accommodating the road vehicle (5); rotation means (9) located barycentrically between the fixed frame structure (6) and the rigid cradle structure (4) and vertically restraining one to each other, by which the cradle structure (4) can be moved between at least a transit position, lying fully inboard of the car in relation to the bogies (1, 2), and a load/offload position in which the cradle structure (4) is rotated about a barycentric vertical axis (X) and lies outboard in relation to the bogies (1, 2) in such a way that a road vehicle (5) may roll on or roll off; interlocking means (60) connecting the cradle structure (4) with the fixed frame (6) in correspondence of the transit position, characterized by the fact that the cradle structure (4) comprises arm (4a) at each end by way of which the structure itself rests on the two flat car bodies (6c, 6d), in correspondence of said transit position; elevating means (7) being provided, positioned centrally beneath and permanently associated with the cradle structure (4), by which to elevate the cradle structure (4) from the car bodies (6c, 6d), in correspondence of said load/offload position, said elevating means (7) being capable of movement, when operated by respective actuator means (11, 12), between at least an at-rest limit position, in which the elevating meals (7) are stowed in and substantially encompassed by the cradle structure (4), occupying a minimum of vertical space, and an operative limit position in which the elevating means (7) are extended, substantially projecting from the cradle structure (4) and in contact with a datum surface (P) beneath; in correspondence of said operative limit position the beams (6a, 6b) being made to flex in order to distance the flat car bodies (6c, 6d) one from the other and to increase the longitudinal clearance between them. A rail car as in claim 1, wherein the rotation means (9) are flanked bilaterally by pantograph means (10) associated with and serving to stabilize the cradle structure (4) transversely when the elevating means (7) assume the operative position. A rail car as in claim 1, wherein the elevating means (7) comprise four pairs of cylinders (11, 12) arranged in opposition with first ends pivotably and separately anchored to a load bearing platform (13) connected permanently to the cradle structure (4) and with the remaining ends hinged in pairs to four respective feet (14) designed to stand on a datum surface (P) provided by the rail tracks (3), such that in the stowed at-rest position, the pairs of cylinders (11, 12) can be accommodated within respective recesses (13a) afforded by two pairs of horizontal and parallel longitudinal members (15, 16) constituting a part of the platform (13), between which two pairs of cylinders (11, 12) are arranged in coaxial alignment on each flank. A rail car as in claim 1, wherein the rotation means (9) comprise: a slewing ring (17) accommodated in part by a load bearing platform (13) permanently associated with the cradle structure (4) and affording a circular central opening (13b) flanked by horizontal and parallel members (15, 16) by which the elevating means (7) are accommodated; a pair of cylinders (18, 19), interconnecting the slewing ring (17) and the cradle structure (4), disposed horizontal and parallel with one another, accommodated within and anchored adjacent to the circular central opening (13b), of which the two respective rods (18a, 19a) are set in opposition and connected permanently to corresponding ends of a centrally pivoted lever (20) rigidly associated with and enabling rotation of the cradle structure (4) back and forth between the inboard and outboard positions. A rail car as in claim 2, wherein elevating means (7) consist in four pairs of cylinders (11, 12) arranged in opposition with first ends pivotably and separately anchored to a load bearing platform (13) connected permanently to the cradle structure (4) and with the remaining ends hinged in pairs to four respective feet (14) designed to stand on a datum surface (P) provided by the rail tracks (3), such that in the stowed at-rest position, the pairs of cylinders (11, 12) can be accommodated within respective recesses (13a) afforded by two pairs of horizontal and parallel longitudinal members (15, 16) constituting part of the platform (13), between which two pairs of cylinders (11, 12) are arranged in coaxial alignment on each flank, and wherein pantograph means (10) are embodied as a pair of parallel pantograph linkages (21, 22) accommodated internally of the load bearing platform (13) and disposed substantially transverse to the elevating means (7), anchored at one end to the platform (13) and at the remaining end to the feet (14) on each flank and extendible between a folded position, retracted substantially within the platform (13), and a transverse stabilizing position assumed with the feet (14) planted on the datum surface (P), which correspond respectively to the stowed and operative positions of the elevating means (7). A rail car as in claim 5, further comprising first interference means (24) associated with the load bearing platform (13) and interacting with each pantograph linkage (21, 22) at the end anchored to the platform, which consist in a first pin disposed perpendicular to the direction of movement of the pantograph and fastened coaxially by one end to the rod of a horizontal cylinder (71) mounted to the platform (13), and are capable of movement between a non-operative limit position, in which the pin (24) is distanced from the pantograph (21, 22), and an operative position of interference in which the pin is stably inserted into a corresponding socket (25) afforded by the pantograph (21, 22) when in the folded position, wherein each first pin (24) is provided at its point of attachment to the relative piston rod with a vertically orientated bar (72) disposed such that, with the pin (24) occupying the operative position, the vertical face of the bar impinges upon and compresses a first safety valve (73) mounted to the platform (13) and connected to a safety circuit (59) forming part of the standard pneumatic system of the rail car. A rail car as in claim 1, wherein the rigid cradle structure (4) consists in a central, substantially U-section body (26) exhibiting at least one central bulge (26a) beneath which the means of rotation (9) are centrally and at beast partly accommodated, and is fitted with ramps (29, 30) at each end providing the road vehicle (5) with direct access to and from the car in either direction, hinged about a first horizontal and transverse pivot (33) and associated permanently with means (31) mounted to the central body by which to bring about movement between a closed position, in which the ramps (29, 30) are raised substantially perpendicular in relation to the cradle (4), and a lowered open position in which the ramps (29, 30) are angled downward with one end resting directly on a surface (C) capable of accommodating and bearing the weight of the road vehicle (5). A rail car as in claim 7, wherein means (31) by which to bring about the movement of each pair of ramps consist in at least one fluid power cylinder (32) positioned centrally between the ramps (29, 30), of which the rod end (32a) is hinged to the cradle structure (4) about a second horizontal pivot (34) located internally of the cradle and parallel to the first pivot (33), and the remaining end connects by way of a third hinge pivot (35) interconnecting the ramps (29, 30), in such a way as to permit of raising and lowering the ramps together between the closed and open positions. A rail car as in claim 1, wherein each end of the cradle structure (4) is stabilized by means (36, 37) associated with the underside of the structure and comprising: a pair of cylindrical supports with bases (36a, 37a) fitted to their respective ends, consisting in fluid power cylinders (36, 37), anchored to the cradle (4) by the end opposite from the base (36a, 37a) and operated in conjunction with a parallel lever (38) of which one end is rigidly associated with the cylinders (36, 37) and the remaining end pivoted to the rod (39a) of a further cylinder (39) located internally of and anchored to the cradle structure (4), by means of which the stabilizer cylinders (36, 37) can be rotated, with the cradle itself rotated into its outboard position, from a substantially horizontal position, stowed within the central body (26), to an essentially vertical position projecting downwards from the cradle with the bases (36a, 37a) resting on the surface (C) beneath; second cylinders (40) accommodated internally of the stabilizer cylinders (36, 37), which are smaller in diameter and coaxially disposed each with its two ends anchored to the two ends of the larger cylinder (36, 37), and serve to brace the larger cylinders when in the vertical position. A rail car as in claim 9, further comprising second interference means (74) associated with the cradle structure (4) and interacting with the stabilizer cylinders (36, 37), consisting in second horizontal pins numbering one to each cylinder, each fastened by one end to the rod of a respective cylinder (75) mounted to the cradle (4), and capable of movement between a non-operative limit position in which the pin (74) is distanced from the cylinder (36, 37), and an operative limit position of interference in respect of the cylinder (36, 37), assumed with the cylinder (36, 37) in the stowed position, wherein each second pin (74) is provided at its point of attachment to the relative rod with a vertically orientated second bar (76) disposed in such a way that, with the pin in the position of interference, the vertical face of the bar impinges upon and compresses a second safety valve (77) mounted to the cradle (4) and connected to a safety circuit (59) forming part of the standard pneumatic system of the rail car. A rail car as in claim 1, wherein the two parallel beams (6a, 6b) of the fixed frame structure (6) are quadrangular in section and connected rigidly at each end to respective vertical projections (41) issuing downward from flat car bodies (6c, 6d) that are equipped with third interference means (83) consisting in a pair of bars, each hinged by one end to one side of the relative flat car (6c, 6d) and rotatable between a non-operative position, in which the bars rest on the flat car body (6c, 6d) with their unattached ends directed away from the cradle structure (4), and an operative position of interference, assumed with the cradle structure in the inboard position, in which the bars are turned through 180° and substantially in lateral contact with the relative arms (4a) of the cradle structure (4), symmetrically disposed on either side of the longitudinal car axis and registering against a stop (84) rigidly associated with the flat car body (6c, 6d). A rail car as in claim 1, wherein the fixed frame structure (6) further comprises means by which to unite the cradle structure (4) and the flat car bodies (6c, 6d), consisting in a plurality of horizontally disposed T-bolts (42) arranged in pairs issuing from the inward facing ends of the flat car bodies (6c, 6d) parallel with one another and with the datum surface (P) and insertable into corresponding sockets (43) afforded by the cradle structure (4), each presenting a coaxial threaded cylindrical seating (44) in which to accommodate a matching stud (45) that is rotatable about its own axis and keyed coaxially at one end to a gear (46) meshed with a vertically disposed rack (47) located to one side of the stud (45) and reciprocated by a cylinder (48) anchored to the car, in such a way as to permit of distancing and clamping the T-bolt respectively from and against a relative face of the corresponding socket (43). A rail car as in claim 12, wherein a part of the shank of each T-bolt (42) supported by the flat car body (6c, 6d) is of octagonal external section and inserted into a bush (80) of corresponding internal section, rigidly associated at its free end with one end of a transversely disposed lever (81) of which the remaining end is secured pivotably to the rod (82a) of a cylinder (82) anchored in its turn internally of the relative flat car body (6c, 6d) in such a way that the lever (81) can be rotated, when the T-bolt (42) is in the distanced position, between a substantially vertical position and a substantially horizontal position corresponding respectively to positions in which the T-bolt (42) is vertically disposed and in engagement with the socket (43) and horizontally disposed to enable its release from the socket. A rail car as in claim 1 for the transportation of a road vehicle (5) consisting in a conventional semitrailer provided with a vertical pivot (5m) at one end for its attachment to a tractor truck, and a telescopic strut or parking leg (5a), wherein the leg (5a) is supported internally of the cradle structure (4) by means (49) mounted to the deck (B) of the structure and capable of movement between an at-rest limit position, lowered onto the deck (B), and an operative limit position, raised from the deck (B) and with the cradle structure (4) rotated into the outboard position. A rail car as in claim 14, wherein means (49) by which the parking leg (5a) is supported comprise: a telescopic actuator (50) anchored by one end to the deck (B) and attached by the remaining end centrally and to the underside of a table (51) directly supporting the leg (5a); a pair of pantograph linkages (52, 53) flanking the telescopic actuator (50) bilaterally, hinged at their respective ends to the deck (B) and to the table (51), by which the table is rendered stable when raised and lowered between the operative and at-rest positions. A rail car as in claim 14, wherein means (49) by which the parking leg (5a) is supported comprise: a pair of pantograph linkages (52, 53), hinged by their respective ends to the deck (B) and to a table (51) directly supporting the leg (5a); a cylinder (54), attached to the table (51) via the rod end (54a) and anchored pivotably to the deck (B) by the remaining end in a position angled in relation to the deck, by which the table (51) is manoeuvred between the lowered at-rest position and the raised operative position. A rail car as in claim 1, wherein interlocking means (60) are embodied as a pair of brackets (61) secured bilaterally to a load bearing platform (13) permanently associated with the cradle structure (4), each occupying a position directly beneath the relative beam (6a, 6b) in such a way as to permit of lifting and flexing the beams. A rail car as in claim 1, wherein interlocking means (60) are embodied as fastening elements by which the beams (6a, 6b) and the cradle structure (4) are stably interconnected in such a way as to permit of lifting and flexing the beams when the cradle is raised.

Inventors: REGAZZONI CARLO, REGAZZONI, CARLO
Applicants: IMMOBILIARE VARCAS SPA, IMMOBILIARE VARCAS S.P.A.
Application year: 1990
Main classification: B61D3
IPC codes: B61D47, B61D3