CA1177331A - Securing element for securing the position of tracked vehicles and/or wheeled vehicles on rail wagons - Google Patents
Securing element for securing the position of tracked vehicles and/or wheeled vehicles on rail wagonsInfo
- Publication number
- CA1177331A CA1177331A CA000384788A CA384788A CA1177331A CA 1177331 A CA1177331 A CA 1177331A CA 000384788 A CA000384788 A CA 000384788A CA 384788 A CA384788 A CA 384788A CA 1177331 A CA1177331 A CA 1177331A
- Authority
- CA
- Canada
- Prior art keywords
- securing
- securing element
- element according
- stop
- baseplate
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
- B60P3/06—Vehicles adapted to transport, to carry or to comprise special loads or objects for carrying vehicles
- B60P3/07—Vehicles adapted to transport, to carry or to comprise special loads or objects for carrying vehicles for carrying road vehicles
- B60P3/073—Vehicle retainers
- B60P3/075—Vehicle retainers for wheels, hubs, or axle shafts
- B60P3/077—Wheel cradles, chocks, or wells
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T3/00—Portable devices for preventing unwanted movement of vehicles, e.g. chocks
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Health & Medical Sciences (AREA)
- Public Health (AREA)
- Vehicle Step Arrangements And Article Storage (AREA)
- Auxiliary Methods And Devices For Loading And Unloading (AREA)
- Automatic Cycles, And Cycles In General (AREA)
- Noodles (AREA)
- Handcart (AREA)
Abstract
Abstract:
In the case of a securing element, which is used to secure the posi-tion of vehicles on a rail wagon and which possesses a baseplate 2 and a securing stop 1, the baseplate 2 is provided, on its underside, with spikes 3, which possess a portion 4 having a constant cross-section, and a portion 5 having a tapering cross-section, and which guarantee reliable fixing of the securing element on the wooden floor of the rail wagon.
In the case of a securing element, which is used to secure the posi-tion of vehicles on a rail wagon and which possesses a baseplate 2 and a securing stop 1, the baseplate 2 is provided, on its underside, with spikes 3, which possess a portion 4 having a constant cross-section, and a portion 5 having a tapering cross-section, and which guarantee reliable fixing of the securing element on the wooden floor of the rail wagon.
Description
The invention relates to a securing element having a baseplate and a securing stop for securing the position of tracked and/or wheeled vehicles on rail wagons having a wooden loading surface, in which element a portion of the baseplate forms a support for a track, or for a wheel, shifting of the track, or wheel, in one direction being limited, in the secured position, by the securing stop, projections being located on the underside of the baseplate.
A securing element of the abovementioned type is known, this element being intended to secure vehicles against being shifted transversely, in which element the underside of the baseplate is provided with a large number of blade-shaped projections, the apical lines of these projections being mutually displaced, in each case, through 90~. Experience has shown that the known securing element is incapable of providing completely satisfactory service, in so far as the large number and the shape of the blades lead, on the one hand, to serious damage to the wooden floor of the rail wagon, whilst failing, on the other hand, to guarantee that slipping between the wooden floor and the securing element is absolutely prevented. Apart from these facts, the cost of manufacturing the blades can be kept within tolerable limits only when the securing element is designed in the form of a heavy casting with integral blades.
The object underlying the invention is to produce a securing element of the type under consideration, which firmly fixes the vehicle to be secured, in the position in which securing is to be effected, whilst at the same time considerably reducing the damage to the wooden floor of the rail wagon. This object is achieved, according to the invention,in that ~he projections form spikes which can be pressed into the loading surface by the dead weight of the vehicle which is to be secured, these spikes possessing a constant cross-section over that portion of their length which initially projects from the t ~r 11'77331 baseplate, and possessing a cross-section which tapers to a point over a second portion of their length, contiguous with the first portion. For best results the length of the portion having a constant cross-section is less than the length of the portion having a tapering cross-section.
The securing element according to the invention offers the advantage that the spikes are driven downwards into the wooden planks of the rail wagon, in a manner similar to nails, and the portion of the spikes which possesses a constant cross-section provides the securing element with a firm mechanical grip on the floor of the wagon.
The number of spikes should not exceed four, the spikes preferably being offset with respect to one another in the direc-tion in which securing is to be effected. If it is desired to increase the friction between the securing element and the base-plate, it is advisable to provide the baseplate with a coating having a high coefficient of friction, on its side bearing the spikes.
For the purpose of further restraining the securing ele-ment, the baseplate can be provided with an extension-piece, which carries a retaining stop at its end which faces away from the securing stop, this retaining stop being expediently formed by the end of the extension-piece which is bent over in the direc-tion of the spikes.
In order to secure vehicles in the transverse direction, use should be made of securing elements having a securing stop with a stop-surface extending approximately vertically. In con-trast to this, securing elements having stop-surfaces extending at a shallower angle offer advantages for securing vehicles in the longitudinal direction. These advantages result from the fact that it is necessary, during loading of the vehicle, for the latter to temporarily drive over the securing elements which come to be positioned at the front of the vehicle, in both the forward and reverse directions, in order to place the rear securing ele-ments in position. According to a further proposal, a single securing element may be provided with securing stops having a -2a-variable inclination with respect to the base surface.
Purther details and features of the invention are evident from the following description of several illustrative embodiments which are represented in the attached drawings, in which:
Figure 1 is a side view of a first securing element;
Figure 2 shows the plan view of the securing element according to Figure l;
Figure 3 shows the rear view of the securing element according to Figures 1 and 2;
Figure 4 is a side view of a second securing element, which possesses a main part and an accessory part;
Figure 5 shows the plan view of the second securing element;
Figure 6 shows a rear view of the securing element according to Fig-ures 4 and 5;
Figure 7 shows the accessory part, separated from the main part of the securing element according to Figures 4 - 6, in a perspective representa-tion;
Figure 8 is a perspective view of a third securing element having two securing stops and one retaining stop;
Figure 9 shows, diagrammatically, the side view of a securing element having a retaining slot, it being possible to alter the distance of this stop from the securing stop;
Figure 10 is a perspective view of a spike having an X-shaped cross-section, and Figure 11 shows, diagrammatically, the arrangement of eight securing elements, each possessing two securing stops, serving to secure the position of a tracked vehicle.
The securing element represented in Figures 1 to 3 comprises a securing stop 1 and a baseplate 2. Four spikes 3 are attached to the base-plate 2, these spikes having a constant cross-section over a portion 4 of their length, and having a cross-section which tapers to a point 6 over a portion 5 of their length. At the same time, the length of the constant cross-section portion 4 is smaller than the length of the portion 5 having the tapering cross-section. Satisfactory results have been achieved by designs in which the length of the portion 4, having a constant, circular cross-section, is approximately equal to a third of the length of the portion 5 having the tapering cross-section.
In the direction in which securing is to be effected, that is to say, viewed in the direction of the arrow 7 in Figure 2, the spikes 3 are arranged offset with respect to one another. The offset arrangement improves the fixing of the securing element.
There should not be an excessive number of spikes 3. It is exped-ient to use four spikes, or even six. As can be recognised from Figure 3, the centre-lines of the spikes 3 extend perpendicularly to the baseplate 2. As a result of this arrangement, the spikes can drive into the wooden bed of the rail wagon, in a manner similar to nails, under the weight of the vehicle.
The securing element according to Figures 1 - 3 serves ~o secure vehicles in the transverse direction. It is accordingly provided with a stop-surface 8 extending approximately vertically. The head 9 of the securing element is rounded off. Reinforcing webs 10 are located in the interior of the securing stop 1. In addition, stiffening ribs 11 serve to enhance the strength of the securing element.
In order to make it easier to carry the securing element, which is manufactured from sheet steel having a thickness of 4 - 5 mm, the baseplate 1~7733~
of the element is provided with a cut-out 12, spaced by a hand's width from one of the edges of the baseplate. A carrying handle 13 is thus provided.
The size of the open portion of the baseplate, namely the portion located beside the securing stop 1, is chosen such that it provides a sup-porting surface which corresponds to the width of a vehicle track, or to the width of a vehicle wheel.
If it is also desired to employ the securing element represented in Figures 1 - 3 for securing vehicles from being shifted in the longitudinal direction of the vehicle, the securing element can be provided with an acces-sory part, as represented in Figures 4 - 7.
In order to be able to combine the securing element according to Figures 1 - 3 with an accessory part 14, the securing stop 1 is provid~d with two parallel slots 15, which are spaced apart and extend from the stop-surface 8 into the region of the head 9. Supporting webs 16 of the accessory part can be inserted into these slots 15. Spikes 17 are located at the front ends of the supporting webs, these spikes projecting obliquely downwards and out of the securing stop 1, which is open at the bottom.
The accessory part 14 forms an additional securing stop 18, the stop-surface 19 of which is more steeply inclined than the stop-surface 8.
On bringing the vehicle into position, its tracks or wheels run onto the supporting surface 19 and, in doing so, press the accessory part 14 down-wards. The force exerted on the accessorr part 14 propagates in roughly the direction of the spikes 17. Due to the fact that the supporting webs 16 are guided in the slots 15, the spikes penetrate the wood of the floor of the rail wagon and firmly anchor the supporting part in the wooden floor.
Securing elements according to Figures 4 - 7 are used whenever the loading surface is narrow in comparison to the width of the vehicle. If the -5^
117733~
loading surface of a rail wagon is large in comparison to the width of the vehicle, it is advisable to use securing elements of the type represented in Figure 8. The securing element shown in Figure 8 possesses two securing stops 20 and 21, which are located beside one another and are contiguous with a baseplate 22 bearing three spikes 23. The securing stop 20 possesses a steeply inclined stop-surface 24 for securing vehicles in the longitudinal direction, whilst the securing stop 21 is provided with a stop-surface 25 which extends essentially vertically and is intended for securing vehicles in the transverse direction.
The underside of the baseplate 22 is provided with a coating 26, which possesses a high coefficient of friction, is resilient, and is composed of rubber, or of a rubber-substitute or other suitable elastomer.
The securing element represented in Figure 8 possesses a baseplate 22 having an extension-piece 27, which is provided with a retaining stop 28 at its end which faces away from the securing stops 20, 21. Here, the retaining stop 28 is formed by the end of the extension-piece 27, which is bent over in the direction of the spikes 23.
A modification of the securing element according to Figure 8 is indicated diagrammatically in Figure 9, in which the extension-piece 27 is mounted so that it can be shifted with respect to the baseplate 22. The shiftable mounting is produced by providing the extension-piece 27 with elong-ated holes, through which screw-bolts 29 extend, these bolts being located in normal circular holes in the baseplate.
In the abovementioned illustrative embodiments, the baseplates were provided with spikes 3, which had a circular cross-section. Figure 10 shows a spike 30 having an X-shaped cross-section.
In Figure 11, the loading surface of a rail wagon is marked 31, whilst 117733i the tracks o a tracked vehicle are indicated by 32 and 33. Eight securing elements serve to secure this vehicle, the construction of these elements corresponding largely to the securing element according to Figure 8. However, in the case of the securing elements represented, the extension-piece 27 is dispensed with. As can be inferred from the schematic diagram~ the securing stops 21 are in an inoperative position in the case of the securing elements which are used for securing in the longitudinal direction, whilst the securing function is transferred to these stops if securing is to be effected in the transverse direction.
A securing element of the abovementioned type is known, this element being intended to secure vehicles against being shifted transversely, in which element the underside of the baseplate is provided with a large number of blade-shaped projections, the apical lines of these projections being mutually displaced, in each case, through 90~. Experience has shown that the known securing element is incapable of providing completely satisfactory service, in so far as the large number and the shape of the blades lead, on the one hand, to serious damage to the wooden floor of the rail wagon, whilst failing, on the other hand, to guarantee that slipping between the wooden floor and the securing element is absolutely prevented. Apart from these facts, the cost of manufacturing the blades can be kept within tolerable limits only when the securing element is designed in the form of a heavy casting with integral blades.
The object underlying the invention is to produce a securing element of the type under consideration, which firmly fixes the vehicle to be secured, in the position in which securing is to be effected, whilst at the same time considerably reducing the damage to the wooden floor of the rail wagon. This object is achieved, according to the invention,in that ~he projections form spikes which can be pressed into the loading surface by the dead weight of the vehicle which is to be secured, these spikes possessing a constant cross-section over that portion of their length which initially projects from the t ~r 11'77331 baseplate, and possessing a cross-section which tapers to a point over a second portion of their length, contiguous with the first portion. For best results the length of the portion having a constant cross-section is less than the length of the portion having a tapering cross-section.
The securing element according to the invention offers the advantage that the spikes are driven downwards into the wooden planks of the rail wagon, in a manner similar to nails, and the portion of the spikes which possesses a constant cross-section provides the securing element with a firm mechanical grip on the floor of the wagon.
The number of spikes should not exceed four, the spikes preferably being offset with respect to one another in the direc-tion in which securing is to be effected. If it is desired to increase the friction between the securing element and the base-plate, it is advisable to provide the baseplate with a coating having a high coefficient of friction, on its side bearing the spikes.
For the purpose of further restraining the securing ele-ment, the baseplate can be provided with an extension-piece, which carries a retaining stop at its end which faces away from the securing stop, this retaining stop being expediently formed by the end of the extension-piece which is bent over in the direc-tion of the spikes.
In order to secure vehicles in the transverse direction, use should be made of securing elements having a securing stop with a stop-surface extending approximately vertically. In con-trast to this, securing elements having stop-surfaces extending at a shallower angle offer advantages for securing vehicles in the longitudinal direction. These advantages result from the fact that it is necessary, during loading of the vehicle, for the latter to temporarily drive over the securing elements which come to be positioned at the front of the vehicle, in both the forward and reverse directions, in order to place the rear securing ele-ments in position. According to a further proposal, a single securing element may be provided with securing stops having a -2a-variable inclination with respect to the base surface.
Purther details and features of the invention are evident from the following description of several illustrative embodiments which are represented in the attached drawings, in which:
Figure 1 is a side view of a first securing element;
Figure 2 shows the plan view of the securing element according to Figure l;
Figure 3 shows the rear view of the securing element according to Figures 1 and 2;
Figure 4 is a side view of a second securing element, which possesses a main part and an accessory part;
Figure 5 shows the plan view of the second securing element;
Figure 6 shows a rear view of the securing element according to Fig-ures 4 and 5;
Figure 7 shows the accessory part, separated from the main part of the securing element according to Figures 4 - 6, in a perspective representa-tion;
Figure 8 is a perspective view of a third securing element having two securing stops and one retaining stop;
Figure 9 shows, diagrammatically, the side view of a securing element having a retaining slot, it being possible to alter the distance of this stop from the securing stop;
Figure 10 is a perspective view of a spike having an X-shaped cross-section, and Figure 11 shows, diagrammatically, the arrangement of eight securing elements, each possessing two securing stops, serving to secure the position of a tracked vehicle.
The securing element represented in Figures 1 to 3 comprises a securing stop 1 and a baseplate 2. Four spikes 3 are attached to the base-plate 2, these spikes having a constant cross-section over a portion 4 of their length, and having a cross-section which tapers to a point 6 over a portion 5 of their length. At the same time, the length of the constant cross-section portion 4 is smaller than the length of the portion 5 having the tapering cross-section. Satisfactory results have been achieved by designs in which the length of the portion 4, having a constant, circular cross-section, is approximately equal to a third of the length of the portion 5 having the tapering cross-section.
In the direction in which securing is to be effected, that is to say, viewed in the direction of the arrow 7 in Figure 2, the spikes 3 are arranged offset with respect to one another. The offset arrangement improves the fixing of the securing element.
There should not be an excessive number of spikes 3. It is exped-ient to use four spikes, or even six. As can be recognised from Figure 3, the centre-lines of the spikes 3 extend perpendicularly to the baseplate 2. As a result of this arrangement, the spikes can drive into the wooden bed of the rail wagon, in a manner similar to nails, under the weight of the vehicle.
The securing element according to Figures 1 - 3 serves ~o secure vehicles in the transverse direction. It is accordingly provided with a stop-surface 8 extending approximately vertically. The head 9 of the securing element is rounded off. Reinforcing webs 10 are located in the interior of the securing stop 1. In addition, stiffening ribs 11 serve to enhance the strength of the securing element.
In order to make it easier to carry the securing element, which is manufactured from sheet steel having a thickness of 4 - 5 mm, the baseplate 1~7733~
of the element is provided with a cut-out 12, spaced by a hand's width from one of the edges of the baseplate. A carrying handle 13 is thus provided.
The size of the open portion of the baseplate, namely the portion located beside the securing stop 1, is chosen such that it provides a sup-porting surface which corresponds to the width of a vehicle track, or to the width of a vehicle wheel.
If it is also desired to employ the securing element represented in Figures 1 - 3 for securing vehicles from being shifted in the longitudinal direction of the vehicle, the securing element can be provided with an acces-sory part, as represented in Figures 4 - 7.
In order to be able to combine the securing element according to Figures 1 - 3 with an accessory part 14, the securing stop 1 is provid~d with two parallel slots 15, which are spaced apart and extend from the stop-surface 8 into the region of the head 9. Supporting webs 16 of the accessory part can be inserted into these slots 15. Spikes 17 are located at the front ends of the supporting webs, these spikes projecting obliquely downwards and out of the securing stop 1, which is open at the bottom.
The accessory part 14 forms an additional securing stop 18, the stop-surface 19 of which is more steeply inclined than the stop-surface 8.
On bringing the vehicle into position, its tracks or wheels run onto the supporting surface 19 and, in doing so, press the accessory part 14 down-wards. The force exerted on the accessorr part 14 propagates in roughly the direction of the spikes 17. Due to the fact that the supporting webs 16 are guided in the slots 15, the spikes penetrate the wood of the floor of the rail wagon and firmly anchor the supporting part in the wooden floor.
Securing elements according to Figures 4 - 7 are used whenever the loading surface is narrow in comparison to the width of the vehicle. If the -5^
117733~
loading surface of a rail wagon is large in comparison to the width of the vehicle, it is advisable to use securing elements of the type represented in Figure 8. The securing element shown in Figure 8 possesses two securing stops 20 and 21, which are located beside one another and are contiguous with a baseplate 22 bearing three spikes 23. The securing stop 20 possesses a steeply inclined stop-surface 24 for securing vehicles in the longitudinal direction, whilst the securing stop 21 is provided with a stop-surface 25 which extends essentially vertically and is intended for securing vehicles in the transverse direction.
The underside of the baseplate 22 is provided with a coating 26, which possesses a high coefficient of friction, is resilient, and is composed of rubber, or of a rubber-substitute or other suitable elastomer.
The securing element represented in Figure 8 possesses a baseplate 22 having an extension-piece 27, which is provided with a retaining stop 28 at its end which faces away from the securing stops 20, 21. Here, the retaining stop 28 is formed by the end of the extension-piece 27, which is bent over in the direction of the spikes 23.
A modification of the securing element according to Figure 8 is indicated diagrammatically in Figure 9, in which the extension-piece 27 is mounted so that it can be shifted with respect to the baseplate 22. The shiftable mounting is produced by providing the extension-piece 27 with elong-ated holes, through which screw-bolts 29 extend, these bolts being located in normal circular holes in the baseplate.
In the abovementioned illustrative embodiments, the baseplates were provided with spikes 3, which had a circular cross-section. Figure 10 shows a spike 30 having an X-shaped cross-section.
In Figure 11, the loading surface of a rail wagon is marked 31, whilst 117733i the tracks o a tracked vehicle are indicated by 32 and 33. Eight securing elements serve to secure this vehicle, the construction of these elements corresponding largely to the securing element according to Figure 8. However, in the case of the securing elements represented, the extension-piece 27 is dispensed with. As can be inferred from the schematic diagram~ the securing stops 21 are in an inoperative position in the case of the securing elements which are used for securing in the longitudinal direction, whilst the securing function is transferred to these stops if securing is to be effected in the transverse direction.
Claims (23)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. Securing element having a baseplate and a securing stop for securing the position of tracked or wheeled vehicles on rail wagons having a wooden loading surface, in which element a portion of the baseplate forms a support for a track or for a wheel, shif-ting of the track or wheel in one direction being limited, in the secured position, by the securing stop, projections being located on the underside of the baseplate, characterised in that these projections form spikes, which can be pressed into the running surface by the dead weight of the vehicle which is to be secured, these spikes possessing a constant cross-section over a portion of their length which initially projects from the baseplate, and possessing a cross-section which tapers to a point over a second portion of their length, contiguous with the first portion, the length of the portion having a constant cross-section being less than the length of the portion having a tapering cross-section.
2. Securing element according to Claim 1, characterised in that the constant cross-section of the spikes is circular.
3. Securing element according to Claim 1, characterised in that the constant cross-section of the spikes is X-shaped.
4. Securing element according to Claim 1, characterised in that the length of the portion having a constant cross-section is approximately equal to a third of the length of the portion having a tapering cross-section.
5. Securing element according to Claim 1 or 2 or 3, characterised in that, viewed in the direction in which securing is effected, all the spikes of the baseplate are arranged so that they are offset with respect to one another.
6. Securing element according to Claim 1 or 2 or 3, characterised in that the number of spikes on the baseplate is limited to four.
7. Securing element according to one of Claims 1 or 2 or 3, character-ised in that the centre-lines of the spikes run perpendicularly to the base-plate.
8. Securing element according to Claim 1, characterised in that the baseplate is provided with a coating having a high coefficient of friction, on its side bearing the spikes.
9. Securing element according to Claim 8, characterised in that the coating is resilient.
10. Securing element according to Claim 9, characterised in that the coating is composed of rubber, or of a rubber-substitute.
11. Securing element according to Claim 1 characterised in that the baseplate possesses an extension-piece, which is provided, at its end which faces-away from the securing stop, with a retaining stop, for the purpose of securing the securing element against being shifted relative to the rail wagon.
12. Securing element according to Claim 11, characterised in that the retaining stop is formed by the end of the extension-piece, this end being bent over in the direction of the spikes.
13. Securing element according to Claim 11 or 12 characterised in that the distance between the securing stop and the retaining stop is adjustable.
14. Securing element according to Claim 1, charcterised in that its securing stop possesses at least one stop-surface which extends approximately vertically.
15. Securing element according to Claim 14, characterised in that it is provided with an additional securing stop, which possesses a stop-surface having an inclination which exceeds the inclination of the stop-surface of the first securing stop.
16. Securing element according to Claim 15, characterised in that the securing stop having the more sharply inclined stop-surface is formed by an accessory part which is attached to the securing element in a manner permitting removal.
17. Securing element according to Claim 16 characterised in that the accessory part possesses at least one supporting web, which can be inserted, in each case, into a slot in the first securing stop.
18. Securing element according to Claim 17, characterised in that the supporting web is provided with a spike, which projects obliquely downwards in the direction in which securing is effected.
19. Securing element according to Claim 18, characterised in that the spike is formed by a portion of the supporting web.
20. Securing element according to Claim 15, characterised in that the two securing stops are located beside one another.
21. Securing element according to Claim 1 or 2 or 3, characterised in that the baseplate possesses a supporting surface corresponding to the width of the vehicle track, or to the width of the vehicle wheel.
22. Securing element according to Claim 1 or 2 or 3, charcterised in that the baseplate is provided with a cut-out, spaced by a hand's width from one of the edges of the baseplate.
23. Securing element according to Claim 1 or 2 or 3, characterised in that it is made of sheet steel.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP3032817.7-21 | 1980-08-30 | ||
| DE3032817A DE3032817C2 (en) | 1980-08-30 | 1980-08-30 | Securing element for the transverse securing of a tracked or heavy wheeled vehicle on a railroad car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1177331A true CA1177331A (en) | 1984-11-06 |
Family
ID=6110816
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000384788A Expired CA1177331A (en) | 1980-08-30 | 1981-08-28 | Securing element for securing the position of tracked vehicles and/or wheeled vehicles on rail wagons |
Country Status (4)
| Country | Link |
|---|---|
| AT (1) | ATE9566T1 (en) |
| AU (1) | AU7470181A (en) |
| CA (1) | CA1177331A (en) |
| DE (1) | DE3032817C2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5476348A (en) * | 1992-05-21 | 1995-12-19 | Shelleby; Frank J. | Apparatus for restraining massive load in event of sudden stop |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0047222B1 (en) * | 1980-08-30 | 1984-09-26 | RUD-Kettenfabrik Rieger & Dietz GmbH u. Co. | Locking device for securing a wheeled and/or tracked vehicle on a railroad car |
| DE102017005335B4 (en) | 2017-06-02 | 2022-06-02 | Bundesrepublik Deutschland, vertr. durch das Bundesministerium der Verteidigung, vertr. durch das Bundesamt für Ausrüstung, Informationstechnik und Nutzung der Bundeswehr | load distribution plate |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1840955U (en) * | 1961-09-12 | 1961-11-09 | Max Roth K G | INHIBITION SHOE, IN PARTICULAR LOADING WEDGE. |
| NL135698C (en) * | 1967-10-27 |
-
1980
- 1980-08-30 DE DE3032817A patent/DE3032817C2/en not_active Expired
-
1981
- 1981-08-21 AT AT81730078T patent/ATE9566T1/en not_active IP Right Cessation
- 1981-08-28 AU AU74701/81A patent/AU7470181A/en not_active Abandoned
- 1981-08-28 CA CA000384788A patent/CA1177331A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5476348A (en) * | 1992-05-21 | 1995-12-19 | Shelleby; Frank J. | Apparatus for restraining massive load in event of sudden stop |
Also Published As
| Publication number | Publication date |
|---|---|
| AU7470181A (en) | 1982-03-11 |
| DE3032817A1 (en) | 1982-03-18 |
| DE3032817C2 (en) | 1982-11-18 |
| ATE9566T1 (en) | 1984-10-15 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP0419546B1 (en) | An arrangement in a flexible sliding mat, if desired for use with an exerciser | |
| US7104524B1 (en) | Vehicle ramp with chock | |
| US20050132511A1 (en) | Portable car ramp | |
| US4332203A (en) | Railway car floor assembly apparatus | |
| CA2228070A1 (en) | Anchor for guard rail system on structural grating floors | |
| US6176657B1 (en) | Cargo restraint assembly for a vehicle cargo bed | |
| US20060159543A1 (en) | Catcher tire abutment device for restraining road vehicle on a transport vehicle | |
| CA2622080A1 (en) | Vehicle ramp | |
| US3918638A (en) | Auto track | |
| US4210280A (en) | Traction mat | |
| CA1177331A (en) | Securing element for securing the position of tracked vehicles and/or wheeled vehicles on rail wagons | |
| KR200414365Y1 (en) | Portable vehicle wheel pedestal | |
| US4121765A (en) | Ice mat | |
| US5179807A (en) | Floor sanding device | |
| US5176361A (en) | Vehicle wheel gripper | |
| JPS58500931A (en) | ski carrier | |
| US2210585A (en) | Creeper | |
| US7270279B2 (en) | Pinewood car racing track that is easy to assemble, durable, and sturdy | |
| CA1114852A (en) | Traction mat | |
| US20070099761A1 (en) | Exercise device | |
| JP4121573B2 (en) | Railway car scotch | |
| US20070001089A1 (en) | Ultralight Self-Leveling Form Stake | |
| US3690481A (en) | Apparatus to displace a snowmobile | |
| US5494213A (en) | Rail to plate interconnecting rail spike | |
| JP2818147B2 (en) | Car stopper that can also be a roll prevention device for luggage |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |