阅读说明：本技术 公铁联运车厢的连接系统 (Connecting system of highway-railway combined transport carriage ) 是由 雅克·奥贝尔 让-卢克·安德烈 于 2018-09-26 设计创作，主要内容包括：旋转机构(5)与走行部(2)的连接系统(10)。内容包括：·分别位于走行部(2)和旋转机构(5)上部的相互吻合的阳连接(11)和阴连接(15)；·全开止挡(18)位于走行部(2)的底部,紧靠旋转机构(5)的底部；·锁定机构(23)将旋转机构(5)与走行部(2)锁定；·纵向对齐定中心装置(29)现已对齐旋转机构(5)与走行部(2)；·一种将旋转机构(5)连接到所述走行部(2)的安全装置,在连接两个走行部(2)的连杆失效的情况下,该安全装置确保这两个部件之间的牵引继续有效。(A connecting system (10) for the rotating mechanism (5) and the running gear (2). The content comprises the following steps: a male connection (11) and a female connection (15) fitted to each other and located respectively above the running gear (2) and the rotating mechanism (5); the full-open stop (18) is positioned at the bottom of the walking part (2) and is close to the bottom of the rotating mechanism (5); a locking mechanism (23) for locking the rotating mechanism (5) and the running part (2); -the longitudinal alignment centring means (29) now align the rotating mechanism (5) with the running gear (2); a safety device connecting the rotation mechanism (5) to the running gear (2) which ensures that the traction between the two parts continues to be effective in the event of failure of the connecting rod connecting the two running gears (2).)

1. Railway carriage (1) suitable for road-rail intermodal transportation of goods wagons and loading/unloading thereof, said carriage comprising:

two running gears (2) are connected by a drawbar (3) and are equipped with a bogie (4), the drawbar (3) being connected to each running gear (2) by a connecting member,

a load-bearing rotary structure (5) of a road truck, which is located above a drawbar (3) between two running gears (2) and is rotatable between a transport position and a loading/unloading position,

-a connection system (10) is located at each end of the rotation mechanism (5) and at both ends of the running gear (2), the rotation mechanism (5) being assembled with said running gear (2) in a separable manner,

each connection system (10) comprises:

a pair of upper couplers (11) positioned at the top of both ends of the running part (2),

-a pair of lower couplers (15) located on top of the rotation mechanism (5), these lower couplers (15) being intended to be coupled with the upper couplers (11) of the running gear (2) when the rotation mechanism (5) is in the transport position;

-a pair of full-open stops (18) located at the bottom facing the two ends of the running gear (2) and projecting in the direction of the rotation mechanism (5), these full-open stops (18) being usable to maintain a fixed gap between the running gear (2) and the rotation mechanism (5) when the rotation mechanism (5) is in the transport position;

-a centring device (29) that guides the rotation mechanism (5) into alignment with the transport position when it reaches the transport position, and the final running gear (2) is aligned along the longitudinal axis of the railway carriage (1); and

-a safety device, which connects the rotation mechanism (5) to the running gear (2) and which ensures that the traction system between the two components continues to be effective when the rotation mechanism (5) is in the transport position and a certain connecting member fails, said safety device leaving a functional mechanical clearance between the running gear (2) and the traction bar (3) in the nominal mode.

2. Railway carriage according to claim 1, characterized in that each coupling system (10) comprises a braking device (22) having at least one locking mechanism (23) on each side of the running gear (2) and the swivel mechanism (5) for locking the swivel mechanism (5) with said running gear (2) when the swivel mechanism (5) is in the transport position.

3. A railway car (1) according to claim 1 or 2, the upper uncoupling hook (11) being provided with a lining (14) on the surface of the longitudinal axis of the railway car (1), the lining (14) of the upper uncoupling hook (11) being slightly offset from the vertical so that the bottom section of the flange (13) is larger than the top section thereof.

4. Railway carriage (1) according to any one of the preceding claims, each stop-wide stop (18) being characterised by a wedge (20) of selected thickness fixed to the running gear (2) and whereon is fixed a pad (21) in contact with a concave cut surface (19) located at the bottom of the swivel mechanism (5).

5. Railway carriage (1) according to any one of claims 2 to 4, each locking mechanism (23) being characterized in that it comprises a locking hook (24) mounted on the running gear (2) or on the swivel mechanism (5) and lockable on a gripping shaft (25) mounted on the swivel mechanism (5) or on the running gear (2), said locking hook (24) being pivoted in a vertical plane along the longitudinal axis of the railway carriage (1) to lock the gripping shaft (25) mounted on the swivel mechanism and running through the longitudinal axis of the railway carriage.

6. Railway car (1) according to claim 5, the two locking hooks (24) being characterized by being interconnected by a torsion bar (28) extending through the longitudinal axis of the railway car (1).

7. Railway carriage (1) according to any one of the preceding claims, the centering device (29) being characterized by a centering finger (30) located at the bottom of the running gear (2) facing the swivel mechanism (5), and by a receiving slot (31) located at the bottom of the swivel mechanism (5) facing the running gear (2), the centering finger (30) protruding from the underside of the swivel mechanism (5) when the swivel mechanism (5) is in the transport position, being inserted into the receiving slot (31).

8. Railway carriage (1) according to any one of the preceding claims, the safety device (33) being characterized by one male coupling member (34) at the bottom of the swivel mechanism (5) and at least one female coupling member (35) at the bottom of the running gear (2), the male coupling member (34) being intended to be inserted into the female receiving member (35) when the swivel mechanism (5) is in the transport position, the dimensions of the female coupling member (35) being slightly larger than those of the male coupling member (34), the functional mechanical clearance between the male coupling member (34) and the female coupling member (35) being such as to avoid contact or transmission of forces between the swivel mechanism (5) and the running gear (2).

9. Railway carriage (1) according to any one of the preceding claims, the safety device (33) and the centering device (29) being characterized by the adoption of a unified centering and safety device form (29, 33).

10. Railway carriage (1) according to any one of claims 8 to 9, the safety device (33) being characterized in that it comprises at least one male connecting member (34) in the form of a centering finger (30), the free end of the centering finger (30) having a projecting anchor (37) on each side.

11. Railway carriage (1) according to any one of claims 8 to 9, the safety device (33) being characterized in that it comprises at least one male coupling member (34) in the form of a hook (39) projecting from the bottom of the running gear (2) in the direction of the swivel mechanism (5), the free part of the hook (39) being bent upwards.

12. Railway carriage (1) according to any one of claims 8 to 9, the safety device (33) being characterized in that it comprises at least one male connection member (34) in the form of a centering finger (30) having a transverse axis (42) in its central portion.

Technical Field

The invention relates to a railway carriage for highway trucks for road-rail transport, comprising two running gears with bogies, which support a rotatable carrying structure for highway trucks.

More particularly, the invention relates to a connection system between a running gear and a swivel mechanism of a road truck.

Background

The railway carriage of a highway truck for intermodal transportation includes two running gears with bogies supporting a rotatable load bearing structure of the highway truck.

Such a car is described in document EP 1292478.

The rotating mechanism in such cars is commonly referred to as a canister. Which is mounted rotatably about a pivot on the drawbar between the two running gears.

The tank is rotatable in a horizontal direction between the running gears from a transport position along the longitudinal axis of the carriage to an inclined or vertical position for loading/unloading, and the truck is free to travel between the loading platform and the tank bed plane.

In the car described in document EP 1292478, the tie rod no longer bears the torque generated by the can body but only the wires and cables when the car is in the transport position, or "car closed" position, whereas it maintains the position of the two running parts relative to each other when the car is in the inclined or vertical position during loading/unloading, or in the position "car open".

In document EP 1292478, the upper and lower parts between the running gear and the tank are connected together by various coupling parts.

Thus, the top and bottom of each side of each running gear includes an upper opening coupler, also known as a "male coupling", and the couplers engaged therewith are lower opening couplers, also known as "female couplings", located at the top and bottom of the endwalls of the tank, and aligned longitudinally at both ends.

In the "car closed" position, each male connection of the running gear is coupled to a female connection of a tank, the coupler of the tank being above the coupler of the running gear so that the tank is suspended between the two running gears.

The connection of the tank to the running gear is not always satisfactory, since it is not always possible to easily join all the female and male connections together, due to possible deformations of the tank and to manufacturing tolerances.

Furthermore, any longitudinal centering defect between the tank and the two running gears may have a negative effect on the reliability of the connection system.

Therefore, if one coupler is broken, the connection between the tank body and the two running parts cannot be ensured.

Disclosure of Invention

The object of the present invention is therefore to overcome the drawbacks of the prior art by proposing a new coupling system for railway carriages of the type described above.

The present invention is directed to the use of a railway carriage for road-rail intermodal and road truck loading/unloading, said carriage comprising:

the two running gears are connected by a drawbar and are equipped with a bogie, the drawbar being connected to each running gear by a connecting member,

a rotary load-bearing structure for road trucks, which is positioned above the draw bar between the two running gears and is rotatable between a transport position and a loading/unloading position,

a connection system at each end of the rotation mechanism and at each end of the running gear, the rotation mechanism being assembled with said running gear in a separable manner,

each connection system comprises:

a pair of upper opening couplers positioned at the top parts of both ends of the running part,

a pair of lower couplers located on top of the rotation mechanism, which are intended to engage with upper couplers of said running gear when the rotation mechanism is in the transport position;

a pair of full-open stops, located at the bottom facing the two ends of the running gear and projecting in the direction of the rotation mechanism, which can be used to maintain a fixed gap between the running gear and the rotation mechanism when the latter is in the transport position.

A centering device which guides the rotating mechanism into alignment with the transport position when the rotating mechanism reaches the transport position, and the final run being aligned along the longitudinal axis of the railway carriage; and

a safety device, which can connect the rotation mechanism to the running gear, and which ensures that the traction system between the two components continues to be effective when the rotation mechanism is in the transport position and a certain connecting member fails, and which, in the nominal mode, leaves a functional mechanical clearance between the running gear and the traction bar.

Note that rated mode operation is the reverse of degraded mode operation or operation in failure.

Not every connection system of the end platform and the lower corner of the rotating mechanism has an open hook. Each connecting system has open hooks only at the upper corners of the ends of each running gear and each turning gear.

According to one embodiment, each connection system comprises a brake device, each brake device having at least one locking mechanism on each side of the running gear and the swivel mechanism for locking the swivel mechanism with the running gear when the swivel mechanism is in the transport position.

The connection system allows the tank to be held between the two running gears in a reliable and centered manner when rotating and lowering the swivel mechanism in the transport position, using only the top coupler, while maintaining a fixed spacing between the swivel mechanism and the running gear bottom. It also makes it possible to lock the swivel mechanism and the running gear together, ensuring traction between the two parts in the event of failure of one of the coupling members connecting the two running gears to the drawbar in the nominal mode.

According to one embodiment, each upper coupler includes a flange and each lower coupler includes a concave section shaped to conform to the flange of each upper coupler. These hook members allow the rotary mechanism to be suspended reliably and firmly from the running gear.

According to another embodiment, the lateral section of the flange and the undercut is substantially rectangular, which facilitates a stable coupling of the flange and the undercut.

According to a complementary embodiment, the upper operating hook is provided with a gasket on the surface of its longitudinal axis of the railway carriage, the gasket of the upper operating hook being slightly offset from the vertical angle, so that the bottom section of the flange is greater than the top section thereof. This configuration facilitates insertion of the flange into the lower concave cut surface member.

According to another embodiment, each full open stop comprises a wedge of selected thickness fixed to the running gear and having pads fixed thereto which contact a concave cut surface at the bottom of the rotating mechanism. The fully open stop of this configuration facilitates the adjustment and determination of the distance between the swivel mechanism and the running gear during the manufacture of the vehicle body.

According to a further supplementary embodiment, the fixing device comprises two locking mechanisms, which are located on both sides of the running gear and the swivel mechanism. Such a function of restoring the lock improves the security of the connection system.

According to one embodiment, each locking mechanism comprises a locking hook mounted on the running gear or on the swivel mechanism, which can be locked on a clamping shaft mounted on the swivel mechanism or on the running gear.

According to another embodiment, the locking hook is rotatable in a vertical plane to enable a locking operation on a clamping shaft extending through the longitudinal axis of the railway carriage.

According to a supplementary embodiment, each locking mechanism comprises a spring pushing the locking hook into the locking position, and an actuator for tilting the locking hook into the unlocking position, the effectiveness of the actuator being sufficient to counteract the effectiveness of the spring. The locking mechanism is therefore more secure, and the running gear and the swivel mechanism remain locked even in the event of a failure of the supply network of the vehicle.

According to one embodiment, the two locking hooks are interconnected by a torsion bar extending therethrough along the longitudinal axis of the railway car. The two locking hooks have a good safety even in the event of failure of one spring.

According to another embodiment, the centering device comprises a centering finger located at the bottom of the running gear facing the swivel mechanism, and a receiving groove located at the bottom of the swivel mechanism facing the running gear. When the rotating mechanism is in the transportation position, the centering finger protrudes and extends from the lower direction of the rotating mechanism and is inserted into the receiving groove body. The centering device facilitates a secure alignment of the running gear and the rotary mechanism.

According to a supplementary embodiment, the centering fingers and the receiving slot are located in the center of the median longitudinal axis of the railway vehicle.

According to one embodiment, the upper part of the centering finger is tapered by default, and when the rotating mechanism is in the transport position, the centering finger can guide the rotating mechanism to descend and align with the running part along the longitudinal axis of the carriage.

According to another embodiment, the safety device comprises at least one male coupling member at the bottom of the swivel mechanism and at least one female coupling member at the bottom of the running gear, which male coupling member is to be inserted into the female receiving member when the swivel mechanism is in the transport position. The safety device allows the running gear and the swivel mechanism to be connected in traction or thrust depending on the direction of movement of the car when stressed by engagement of the male coupling member with the female coupling member.

According to a complementary embodiment, the female connecting element is in the form of a channel at the bottom of the running gear, with a downwardly open face.

According to one embodiment, the female connecting member is a channel shaped to conform to the shape of the male connecting member.

According to another embodiment, the dimensions of the female connection member are slightly larger than the dimensions of the male connection member, and in the nominal mode, a functional mechanical clearance between the male connection member and the female connection member may avoid contact or force transmission between the rotation mechanism and the end structure.

According to one embodiment variant, the safety device and the centering device take the form of a combined centering and safety device.

According to another embodiment variant, the safety device comprises at least one male connecting member in the form of a centering finger, one projecting anchor on each side of the free end of the centering finger.

According to a supplementary embodiment, the safety device comprises at least one male coupling member projecting from the bottom of the running gear in the direction of the swivel mechanism, the free part of the hook being bent upwards.

According to another embodiment, the safety device comprises at least one male coupling member in the form of a centering finger, the middle part of which has a through axis.

According to one embodiment, each connection system further comprises additional safety means comprising an upper stop located outside the upper operating hook, the upper part of which protrudes above said upper operating hook to bear against the rotating mechanism when it is turned to the transport position. Such a supplementary safety device may prevent any further rotational movement of the rotatable structure when the rotatable structure is in the raised and turned into the transport position, such that the coupler from which the rotational mechanism is suspended is centered.

According to another embodiment, the swivel mechanism in the transport position can assume a high position and a low position, said complementary safety device further comprising a lower stop located outside the other upper opening hook, which lower stop does not project above said upper opening hook and has a longitudinal portion extending forwards or backwards, which portion abuts against the outside face of the lower opening hook when the swivel mechanism is lowered into the transport position. Thus, when the rotatable structure is lowered to the transport position, the supplemental safety device prevents any further rotational movement of the rotatable structure, the top coupler being sandwiched between the top and bottom stops.

According to a supplementary embodiment, a lower portion of each stop projects downward to form a front stop of the locking hook when the locking hook is in the unlocked position.

Drawings

Other features and advantages of the present invention will become more apparent upon reading the following detailed description taken in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic overall view of a railway carriage of an intermodal highway truck, comprising two bogey running sections supporting rotatable load-bearing structures of the highway truck;

figure 2 is a schematic cross-sectional view of a railway carriage according to the invention;

FIG. 3 is a detailed schematic view of the encircled portion of FIG. 2;

FIG. 4 is a schematic view similar to FIG. 3, with the running gear and the rotating structure of FIG. 4 in a disengaged state;

FIG. 5 is a detail section of FIG. 3, the locking device and the running gear of the rotating mechanism of FIG. 5 being in a locked position;

fig. 6 is a schematic view similar to fig. 5, the locking device in fig. 6 being in an unlocked position;

FIG. 7 is a partial perspective view of the running gear according to the invention, showing a locking device according to the invention;

figures 8 and 9 are detailed schematic views of the female coupling rotation stop of the rotation mechanism according to the invention;

figure 10 is a partial perspective view of a railway carriage according to the invention, comprising a centering device and a safety device according to a first variant of the invention;

FIG. 11 is a detailed schematic view of the centering device and the safety device of the encircled portion of FIG. 10;

figure 12 is a detailed top perspective view of the male connection part of the safety device and of the centering device in figure 10;

figure 13 is a detailed bottom perspective view of the male connection part of the safety device and of the centering device of figure 10;

figure 14 is a detailed top perspective view of the female connection part of the safety device and of the centering device in figure 10;

figure 15 is a partial top perspective view of a railway carriage according to the invention, comprising a centering device and a safety device according to a second variant of the invention;

figure 16 is a partial bottom perspective view of the railway car of figure 15;

figure 17 is a partial top perspective view of the rotating mechanism, including the male connecting part of the safety device and of the centering device according to a second variant of the invention;

figure 18 is a partial bottom perspective view of the running gear, including the female coupling part of the safety device and of the centering device according to a second variant of the invention;

figure 19 is a partial top perspective view of a railway carriage according to the invention, comprising a centering device and a safety device according to a third variant of the invention;

figure 20 is a partial bottom perspective view of the railway car of figure 19;

figure 21 is a detailed top perspective view of the male connection portion of the safety device and centering device of figure 20;

figure 22 is a detailed top perspective view of the female connection part of the safety device and of the centering device in figure 20;

figure 23 is a detailed bottom perspective view of the female connection part of the safety device and of the centering device of figure 20;

figure 24 is a partial top perspective view of a railway carriage according to the invention, comprising a centering device and a safety device according to a fourth variant of the invention;

figure 25 is a partial bottom perspective view of the railway car of figure 24;

figure 26 is a detailed top perspective view of the male connection portion of the safety device and centering device of figure 24; and

figure 27 is a detailed top perspective view of the female connection part of the safety device and of the centering device in figure 24;

Detailed Description

Structurally and functionally identical parts are indicated in the different figures by the same reference numerals or letter references.

The railway carriage (1) according to the invention is suitable for road-rail transport of road trucks and loading/unloading thereof, in particular for semitrailers. Fig. 1 schematically shows such a railway car (1).

The railway carriage comprises two running gears (2) connected by a support rod (3), which are each equipped with a bogie (4). According to the invention, the railway carriage (1) can be moved on a railway by means of the assembly (2, 3). The support bar (3) connects the two running parts (2) by means of a connecting mechanism (not shown). Optimally, all the connecting mechanisms are arranged at the bottoms of the supporting rod (3) and the walking part (2).

The assembly (2,3) consists of a running part (2) and a support rod (3) and supports a rotatable bearing structure (5) of a highway truck. The support bar (3) is provided with a pivot (6) by means of which the swivel mechanism (5) can be pivoted back and forth in a horizontal plane from a transport position along the longitudinal axis of the railway carriage (1) to a loading/unloading position perpendicular or inclined to the transport position when transporting to the quay.

In the loading/unloading position, the swivel mechanism (5) will be opened at both ends and allow personnel to enter it from the quay, and the operator can carry out the loading or unloading work of road trucks inside or outside the swivel mechanism (5).

In the transport position, the swivel mechanism (5) and the two running gears (2) are connected to each other and aligned along the longitudinal axis of the railway carriage (1), the swivel mechanism (5) being closed at both ends by the running gears (2).

When the swivel mechanism (5) is in the transport position, the optional swivel structure (5) can be displaced vertically relative to the two running gear parts (2) by means of an outside-car lever mechanism, by means of which the optional swivel structure (5) can be separated from the two running gear parts (2) and freely swivelled relative to the latter. In this way, the selectable rotary structure (5) can be adjusted in the high position or in the low position.

In general, the rotating mechanism (5) comprises a transverse loading tray (7) having lateral protective partitions (8) on either side of its longitudinal edge, and a longitudinal beam (9) at the upper end of each partition. These upper longitudinal beams (9) are generally used to support the swivel mechanism (5) and to make the latter more secure.

The railway carriage (1) according to the invention also comprises two coupling systems (10) which combine the swivel mechanism (5) and the two running gears (2) in a separable manner when the swivel mechanism (5) is in the transport position. Therefore, a connection system (10) should be present between each running gear (2) and the end points (2,5) of the turning mechanism (5).

The invention aims to improve the existing connection system (10) of this type of railway car (1).

The connection system (10) of one of the running gears (2) will be described herein. The connection system of the two running gears (2) is preferably similar.

Each connection system (10) comprises a pair of uncoupling gears (11) located in the longitudinal direction of the running gear (2). The upper start-up hooks (11) are positioned at the end points of the running part (2) corresponding to the rotating mechanism (5). Each upper uncoupling hook (11) is positioned at the upper corner (12) of the running part (2). These upper couplers (11), also called "male couplings", each comprise an upwardly projecting element (13), each of which is provided with a lining (14), the lining surface of the railway carriage (1) along the longitudinal axis preferably being of copper. The flange (13) is preferably as long as the portion of the gasket (14) above the surface.

Each coupling system (10) also includes a pair of longitudinal uncoupling gears (15) located on the rotary mechanism (5). The lower opening hooks (15) are located at the end points of the rotating mechanism (5) corresponding to the running gear (2). Each lower opening hook (15) is positioned at the upper corner (16) of the rotating mechanism (5). These lower couplers (15), also called "female couplings", comprise a downwardly open concave section (17) shaped to fit the flange (13) of each upper coupler (11).

When the swivel mechanism (5) is in the transport position, these lower couplers (15) will be placed on the upper couplers (11) of the running gear (2) and coupled to the latter. The lining (14) of the upper uncoupling gear (11) is slightly offset from the vertical, which makes the bottom section of the flange (13) slightly larger than the top section thereof, which guides and simplifies the process of the flange (13) of the upper uncoupling gear (11) entering the concave cut surface (17) of the lower uncoupling gear (15) and engaging with it.

The flanges (13) and the lower concave section (17) are of substantially rectangular cross-section.

The mutual combination of the upper opening hook (11) and the lower opening hook (15) fastens the top of the running part (2) and the top of the rotating mechanism (5).

The connecting system (10) also comprises a pair of stops (18) located at the bottom end of the running part (2). Each stop (18) is raised in the direction of the rotary mechanism (5) so as to be able to press against a concave section (19) at the bottom of the rotary mechanism (5), and acts to maintain a fixed distance between the running gear (2) and the rotary mechanism (5) when the rotary mechanism (5) is in the transport position. Each stop (18) preferably comprises a wedging element (20) fixed to the bottom of the running gear (2) and to which is fixed a pad (21), preferably of copper, which pad (21) will come into contact with a concave cut surface (19) below the rotating mechanism (5). The thickness of the wedging part (20) can be used to adjust the running clearance between the rotary mechanism (5) and the running part (2). This thickness also allows to adjust the chassis of the rotating mechanism (5) to ensure that the loading tray (7) of the latter is in the horizontal plane. To accomplish this, the thickness of the wedge members (20) is preferably set when producing the railway car (1) according to the invention.

Please note that each side of the connecting system (10), the lower car coupler (15), the upper car coupler (11) and the stop full-open stop (18) are obviously in the same vertical plane with the side partition plate (8) and the upper longitudinal beam (9) of the rotating mechanism (5). Therefore, the parts (11,15,18) are close to the side of the running gear (2) and the rotating mechanism (5), and the maximum distance between the parts (11,15,18) is kept as much as possible in the same pair of upper uncoupling gears (11), lower uncoupling gears (15) and stoppers (18). This arrangement makes it possible to better keep the swivel mechanism (5) and the running gear (2) in a horizontal plane.

It should also be noted that not every connection system (10) of the lower end corners of the running gear (2) and the rotation mechanism (5) has open hooks, these hooks being replaced by a pair of stops (18).

Each connection system (10) also comprises a fixing device (22) which enhances the safety of the swivel mechanism (5) with respect to the two running gears (2) when the swivel mechanism (5) is in the transport position. The fixing device (22) comprises at least one locking mechanism (23) which locks the swivel mechanism (5) with the running gear (2) when the swivel mechanism (5) is in the transport position.

According to a preferred embodiment of the invention (as shown in fig. 5 to 9), the fixing device (22) comprises two locking mechanisms (23) located on either side of the running gear (2) and of the rotation mechanism (5). Each locking mechanism (23) includes a locking hook (24) for locking the object to the holding shaft (25). A locking hook (24) is mounted on the running gear (2), pivoting in a vertical plane along the longitudinal axis of the railway carriage (1) to lock a clamping shaft (25) mounted on the swivel mechanism (5) and passing through the longitudinal axis of the railway carriage (1).

Each locking mechanism (23) comprises a spring (26) which pushes the locking hook (24) into the locking position. Each locking mechanism (23) also comprises an actuator (27), preferably pneumatic, which acts to move the locking hook (24) to the unlocked position. The force of the actuator (27) is greater than the force of the spring (26).

Thus, in the event of a failure of the actuator (27) or loss of kinetic energy thereof, the locking hook (24) will remain in the locked position. Similarly, to better protect the locking mechanism (23), the two locking hooks (24) are interconnected by a torsion bar (28) extending through the longitudinal axis of the railway car (1) and acting as a return spring (26). When the transportation performance of the railway car (1) is checked, the position of the locking hook (24) can be known only by observing the torsion bar (28) on one side of the railway car (1).

The locking hooks (24) are preferably located at the upper opening hooks (11) outside the running gear (2), below the top surface of each upwardly projecting part (13).

Each coupling system (10) also comprises a centering device (29) which guides the swivel mechanism (5) in the transport position into alignment with the running gear (2) along the longitudinal axis of the railway car (1) when the swivel mechanism is in the transport position.

According to a preferred embodiment of the invention, the centering means (29) comprise a centering finger (30) located at the bottom of the running gear (2) facing the rotating mechanism (5). The centering finger (30) protrudes in the direction of the rotating mechanism (5) and can be inserted into a receiving groove body (31) which is positioned at the bottom of the rotating mechanism (5) and faces the walking part (2). The centering finger (30) and the receiving groove (31) are preferably located in the center of the longitudinal axis of the railway car (1), i.e. they are each located in the center of the transverse plane of the running gear (2) and the swivel mechanism (5).

According to another embodiment, the centering fingers (30) and the receiving grooves (31) are located on the rotating mechanism (5) and the end structure (2), respectively.

The top of the centering finger (30) is gradually tapered, and when the rotating mechanism (5) is in the transportation position, the centering finger (30) is inserted into the receiving groove body (31) of the walking part (2) from the lower part, so that the rotating mechanism is guided to descend. The centering finger (30) has a pad (32) on each side, and the top of the pad is truncated and tapered to conform to the shape of the centering finger (30).

Finally, each connection system (10) also comprises a safety device (33) which connects the rotation mechanism (5) to the running gear (2) and which maintains the traction between the two parts when the rotation mechanism (5) is in the transport position and a connection member connecting the two running gears (2) to the traction rod (3) fails in the nominal mode. In the nominal mode, normal operation is generally not subject to failure.

In a preferred embodiment according to the invention, a connecting member (not shown) is located between the bottom of each of the two running gear parts (2) and the drawbar (3) in order to connect the swivel mechanism (5) to the running gear parts (2) when the swivel mechanism (5) is in the transport position. When these connecting members fail, the two running gears (2) are still connected to the turning mechanism (5) by the upper and lower uncoupling gears (11,15), but because they are not properly connected to the drawbar (3), the lower part of the running gears may be inclined downward like the drawbar (3), which may cause a serious accident. The downward inclination of one running part (2) may also cause the centering finger (30) to disengage from the receiving groove (31). The rotation mechanism (5) and the running gear (2) are no longer centered and the lower uncoupling gear (15) can become disengaged from the upper uncoupling gear (11), which can cause serious accidents and even breakage of the coupling system (10) of the railway car (1).

The safety device (33) is used to maintain the connection between the bottom of the running gear (2) and the bottom of the swivel mechanism (5) and to prevent the connection system (10) of the railway car (1) from breaking when the swivel mechanism is in the transport position and a connection element connecting the two running gears (2) by means of the traction rod (3) in the nominal mode fails.

When the connecting member is not malfunctioning, the safety device (33) is not in use and is inoperative.

The safety device (33) ensures that at least the traction connection between the bottom of the swivel mechanism (5) and the running gear (2) is still active when one of the connecting members fails and vice versa.

For this purpose, the safety device (33) comprises, by default, at least one male connecting member (34) at the bottom of the running gear (2) insertable into a recess of at least one female connecting member (35) at the bottom of the swivel mechanism (5).

According to another embodiment, the male (34) and female (35) connection members are located on the rotary mechanism (5) and the end structure (2), respectively.

In the nominal mode, the male connection member (34) does not contact the female connection member (35). The male connecting member (34) is in contact with the contact area (36) of the female connecting member (35) only in the event of failure of one of the connecting members, in order to ensure traction of the bottom of the running gear (2) with the bottom of the swivel mechanism (5).

There are several variants of the safety device (33) that can be selected.

Fig. 10 to 14 and 17 to 27 show that, according to a variant of the invention, the safety device (33) can also perform the centering action of the centering device (29), both of which can be incorporated into the same centering and safety device (29, 33).

According to a variant of the invention, illustrated in figures 10 to 14, the male connecting member (34) of the safety device (33) is a centering finger (30) with a projecting anchor (37) on each side of the free end of the centering finger (30). In these figures, the anchoring element (37) is generally represented in the form of an anchor hook, while the female connecting member (35) has generally a shape complementary to that of the anchoring element (37), the top and bottom faces of which are open simultaneously. In the detailed views of fig. 12 and 13, it is noted that the centering fingers (30) are located at the bottom of the lateral supports (38) and project laterally, and are supported when the pads (32) of the centering fingers (30) are subjected to a vertically downward force.

According to a variant of the invention shown in fig. 15 to 18, the safety device (33) and the centering device (29) are not the same device. According to this variant, the centering finger (30) is a single part (32) of substantially parallelepiped shape, with a lateral support (38) of the pad, while the safety device (33) comprises two hook-shaped (39) male connecting members (34), the free portions of which are bent upwards and can be inserted from below into female connecting members (35) located on the bottom face of the rotary mechanism (5). In this modification, the female receiving member (35) is in the shape of a single body groove (40) opening downward. The male connecting member (34) and the female connecting member (35) are arranged laterally eccentrically with respect to the centering device (29). In this variant, the centering fingers (30) and the male connecting member (34) project from the bottom of the running gear (2) in the direction of the swivel mechanism (5).

According to a variant of the invention shown in fig. 19 to 23, the safety device (33) and the centering device (29) can be incorporated into the same centering and safety device (29, 33). In this variant, the male connecting member (34) of the safety device (33) is in the form of a centering finger (30) whose free end has an upwardly bent hook (39) insertable from below into a female receiving member (35) located on the bottom surface of the swivel mechanism (5). In this variant, the female receiving member (35) is in the form of a slot (40) having a lower open face and an open face facing the running gear (2), allowing the centering finger (30) and the male connecting member (34) to be inserted simultaneously therein. On the face facing the running parts (2), the trough body (40) has a braking stop (41) which extends downwards from the top face of the trough body (40) and which, in the nominal mode, ensures the traction force of the braking stop by the pushing of the hooks (39) in the event of a failure of the connection of the two running parts (2) to the traction bar (3). The safety device (33) and the centering device (29) are also held vertically secured upwardly by the top end of the trough body (40).

According to a variant of the invention shown in fig. 24 to 27, the safety device (33) and the centering device (29) can be incorporated into the same centering and safety device (29, 33). In this variant, the male connecting member (34) of the safety device (33) is in the form of a centering finger (30) having, in its middle portion, through shafts (42), these through shafts (42) extending laterally from the middle portion of the centering finger (30) and passing through the pad (32) of said centering finger (30). The safety device (33) and the centring device (29) are generally in the shape of a cross, the branches of which are located in the horizontal plane and the free portions of which can be inserted into female receiving members (35) located on the bottom surface of the rotary mechanism (5). In this variant, the female receiving member (35) is in the form of a channel (40) having a cross shape substantially complementary to the safety device (33) and the centering device (29), a longitudinal portion (43) and a transverse portion (44) of the channel extending horizontally on each side of the longitudinal portion (43). The cross-shaped groove (40) has a lower opening and an opening facing the running part (2) and allows the centering finger (30) and the male connecting member (34) to be inserted simultaneously therein. In the event of a failure of a connecting member connecting the two running gears (2) to the traction rod (3), the transverse axis (42) of the safety device (33) will be present in the transverse portion (44) of the trough (40) and a stretching or pushing operation will take place. The transversal axle (42) of the safety device (33) is also kept fastened vertically upwards by the top end of the groove body (40).

The dimensions of the female receiving member (35) are generally slightly larger than the dimensions of the female receiving member (35) of the safety device (33), so that these members (34,35) are in contact with each other only in the event of a failure of the connecting member connecting the two running gears (2) to the drawbar (3) in the nominal mode.

According to a preferred embodiment of the invention, each coupling system (10) further comprises supplementary safety means (45) which prevent the hook (15) from disengaging laterally from the upper uncoupling hook (11). An embodiment of the supplemental safety device (45) is shown in fig. 7 to 9.

In this solution, the supplementary safety device (45) comprises an upper stop (46) located outside one of the upper couplers (11), preferably on the upwardly projecting part (13). The top portion (47) of the stop top stop (46) has a portion projecting upwardly beyond the upper coupler (11) to form a lateral stop full open stop for the lower coupler (15) intended to engage the upper coupler (11). Thus, when the rotation mechanism (5) is pivoted into the transport position, the inner side of the top part (47) abuts against the outer side of the lower coupler (15). The upper fully open stop (46) also has a downwardly extending bottom (48) to form a forward stop for the locking hook (24) when in the unlocked position.

In this solution, the supplementary safety device (45) also comprises a lower stop (49) located outside the other upper opening hook (11), preferably on the upwardly projecting part (13). The lower stop (49) protrudes above the upper uncoupling gear (11) so that the rotary mechanism (5) can pass over it when the rotary mechanism (5) rotates, and one of the lower uncoupling gears (15) does not abut against the lower stop (49). However, the lower stop (49) has a longitudinal portion (50) projecting forward or rearward, which abuts against the outer side of the lower opening coupler (15) when the mechanism (5) is rotated down to the transport position. Like the upper stop (46), the lower stop (49) may also have a downwardly projecting bottom (48) to form a front stop for the locking hook (24) in the unlocked position.

The side of the running gear (2) on which the upper stop (46) and the lower stop (49) are mounted depends on the direction of rotation of the swivel mechanism (5) in the transport position, and when the swivel mechanism (5) is in the upper position, the upper stop (46) is rotated above the lower stop (49). The running gear (2) abuts against the lower stop (49) only when it is lowered back to its lower position. The running gear is then kept centered by the centering device (29) against its two stops (46,49) continuously

The upper stop (46) and the lower stop (49) are preferably bolted to the outer side of their respective upper operating hooks (11).

When in the transport position, the rotation mechanism (5) and the running gear (2) are locked firmly together according to six possible movements:

-the upper and lower stops (46,49) and the centering device (29) constantly inhibit the transverse movement (2) of the running part relative to the rotary mechanism (5), and vice versa;

the locking hook (24) prevents the rotating mechanism (5) from moving upwards relative to the running part (2);

the upper opening hook (11) and the lower opening hook (15) are engaged with each other, so that the longitudinal movement of the running gear (2) relative to the rotating mechanism (5) and vice versa can be prevented, and the upward movement of the running gear (2) relative to the rotating mechanism (5) can also be prevented; and

according to an embodiment thereof, the safety device (33) can also constantly prevent upward movement of the running gear (2) relative to the swivel mechanism (5).

Thus, each connection system (10) can provide maximum security.

It should be noted that in the present invention, since each connection system (10) comprises only hooks (11,15) at the top, the traction rod (3) can support the torque generated by the load-bearing rotary structure (5) of the road wagon.

The present description is not limited to the examples explicitly presented, but also includes other models that have been implemented or used. Therefore, the technical features described may be replaced by equivalent technical features without departing from the scope of the invention defined by the appended claims, and the implementation steps of the method described may be replaced by equivalent steps without departing from the scope of the invention defined by the claims.