EP0385840A2 - Système de transport combiné rail-route - Google Patents

Système de transport combiné rail-route Download PDF

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Publication number
EP0385840A2
EP0385840A2 EP90400522A EP90400522A EP0385840A2 EP 0385840 A2 EP0385840 A2 EP 0385840A2 EP 90400522 A EP90400522 A EP 90400522A EP 90400522 A EP90400522 A EP 90400522A EP 0385840 A2 EP0385840 A2 EP 0385840A2
Authority
EP
European Patent Office
Prior art keywords
transport system
semi
trailer
coupling adapter
coupling
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.)
Granted
Application number
EP90400522A
Other languages
German (de)
English (en)
Other versions
EP0385840A3 (fr
EP0385840B1 (fr
Inventor
Carl Franz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sesr - Europeenne De Semi-Remorques Ste
Original Assignee
Sesr - Europeenne De Semi-Remorques Ste
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from DE3939384A external-priority patent/DE3939384C2/de
Application filed by Sesr - Europeenne De Semi-Remorques Ste filed Critical Sesr - Europeenne De Semi-Remorques Ste
Publication of EP0385840A2 publication Critical patent/EP0385840A2/fr
Publication of EP0385840A3 publication Critical patent/EP0385840A3/fr
Application granted granted Critical
Publication of EP0385840B1 publication Critical patent/EP0385840B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D45/00—Means or devices for securing or supporting the cargo, including protection against shocks
    • B61D45/001—Devices for fixing to walls or floors
    • B61D45/004—Fixing semi-trailers
    • B61D45/005—Fixing semi-trailers by using fifth wheel locks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B61D3/12—Articulated vehicles comprising running gear interconnected by loads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—Wagons or vans adapted for carrying special loads
    • B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
    • B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
    • B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type

Definitions

  • the invention relates to a road-rail transport system comprising a locomotive, tractor units, semitrailers and rail drives.
  • German laid-open specification 33 44 513 describes a road-rail transport system in which two semi-trailers are connected in a freight train with the aid of a rail drive.
  • each rail drive has two separate support and coupling elements, by means of which two adjacent semitrailers are each supported on the rail drive and coupled to it.
  • each semi-trailer is supported on a rail drive by means of independent support and coupling elements, which means that the axes of a rail drive are loaded unevenly if the semi-trailers have different weights or if they are loaded differently, for example.
  • This has a disadvantageous effect on the running safety of the rail drives, so that the road-rail transport system cannot be transported on the rails at the desired high speed.
  • the type of coupling between the rail drives and the semitrailers is designed to be inexpensive and difficult to handle.
  • the invention has for its object to avoid the disadvantages of the known transport systems and to create a low-personnel transport system that does not require any significant change to the semi-trailer, so that they can be coupled to the rail drive in a simple manner and a perfect running behavior during rail-dependent transport results.
  • the locking pins correspond in principle to the standardized locking pins and can be coupled with the fifth wheel couplings arranged on the coupling adapter without any problems. Since the semitrailer ends rest on the fifth wheel couplings arranged one behind the other in the direction of travel, these are connected to the coupling adapter and only this introduces the load into the rail drive, different loads on the fifth wheel couplings are not noticeable when loading the wheel sets of the rail drive, since the wheel sets are caused by the coupling adapter be evenly loaded.
  • the coupling adapter is articulated, preferably connected to the rail drive via a ball joint.
  • the two fifth wheel couplings on the coupling adapter are designed with regard to locking with the two locking pins of the semitrailers like a standard fifth wheel coupling according to e.g. DIN 74 084, so that by connecting several semitrailers together, a corresponding number of rail drives can be used to assemble complete train units into an economical transport unit .
  • the semi-trailers can be designed in an open design with side walls, convertible top frame and tarpaulin or as a curtain sider (sideways sliding tarpaulin version without side walls, but with tension belts in the tarpaulins) as well as in a closed construction as a dry freight or insulated refrigerated body.
  • the semi-trailer is equipped with a standardized front locking pin connection, which is usually dimensioned in accordance with ISO 1726.
  • the rear axle unit of the semi-trailer is usually designed as an air spring unit and can optionally have 1, 2 or 3 axles.
  • a seat post winch In the front area, behind the locking pin, there is a seat post winch that can be assembled in different designs (rigid / foldable or foldable or telescopic version, winches or power-operated lifting device).
  • each semitrailer is at the front end as well as on the rear underside of the trailer with a front and a rear locking pin. These locking pins are each locked with a rail drive.
  • the rail drives are arranged on a leveled surface, which has flush-mounted rails for the rail drives, and a front rail drive is locked with the first semi-trailer via the locking pin of the semi-trailer arranged on the end face.
  • the locking pin and the coupling are arranged in a vertical vertical axis above a ball joint.
  • a torque-rigid locking with the coupling adapter of this end drive takes place via at least one mandrel from the coupling adapter, which engages in a pocket in the front area of the semi-trailer.
  • a locomotive can be connected to the buffer side of this rail drive.
  • another rail drive is locked with the rear locking pin, so that after pulling in the air-sprung trailer axle (s) and lifting the front saddle jack, the semi-trailer rests on a rail drive at the front and rear during transport on the rail.
  • a semitrailer train consists of a plurality of rail drives each accommodating the front end of a semitrailer and the rear end of an adjacent semitrailer, a front end drive and a rear end drive, each with at least four wheels or at least two wheel sets.
  • the rear end drive is over with the rear side of the last semitrailer locked the locking pin.
  • the coupling adapter of this end drive has the same additional locking features with regard to its torque-stiff locking with the semi-trailer rear section as a middle rail drive for two semi-trailers.
  • the locking pins are identical in their dimensions and in their dimensional arrangement with this rail drive.
  • a locomotive can optionally be coupled on the buffer side.
  • the fifth wheel coupling for a locking pin is preferably arranged at the front end of a semi-trailer above the articulated connection between the coupling adapter and the rail drive, while a rear-side locking pin of a semi-trailer is coupled to the coupling adapter in a torque-proof manner. This can preferably be done by at least one locking pin on the coupling adapter and at least one corresponding receptacle on the semi-trailer.
  • the coupling adapter forms a unit with the rear of a semi-trailer in terms of power flow, which is supported vertically on the ball joint on the rail running gear, which is preferably arranged centrally on the rail running gear.
  • the front semi-trailer support directly above the ball joint enables additional, central and vertical load transfer of the relevant semi-trailer into the centrally arranged ball joint of the rail running gear.
  • the relative movement to the rail drive takes place via the torque-stiff coupling adapter locked at the rear of one semi-trailer and via the ball joint as well as in the case of the second semi-trailer in the area of its front locking pin support.
  • this end-face contact surface is slightly convex, as is e.g. is described in European patent application 88 11 9379.1.
  • the semi-trailer connected to the coupling adapter with rigid torque can rotate relative to the rail drive via the ball joint, while the other semi-trailer can rotate with respect to the coupling adapter by sliding on the slightly spherical coupling support surface.
  • the rail drive can therefore adjust freely according to the dynamic running conditions when driving straight ahead or cornering.
  • a ring surrounding the locking mandrel can be arranged in the mandrel receptacle, which ring has a spherical receiving surface and / or is elastically supported.
  • a ring disc holds the ring in a pocket of the receptacle and ver prevents the ring from migrating out, the receptacle and the ring disk surrounding the mandrel at a distance, so that the locking mandrel receives a corresponding clearance when subjected to radial forces. Since there is no changing load in the axial direction during rail travel, the elastic mounting of the locking pins in the mounting ring ensures rattle-free mounting.
  • the elastic bearing can optionally be dispensed with, so that there is only wear with corresponding radial play.
  • the coupling adapter can thread itself into the end position with the aid of its locking pins and the mounts on the rear of the semi-trailer, whereby the rear of the semi-trailer is first raised via a bevel on the coupling adapter, relieving the rear axles and the rear of the semi-trailer is instructed transversely to the longitudinal axis of the trailer via the accrued locking pin against the slope when the vehicle is moved longitudinally into the central axis of the coupling adapter.
  • a non-positive locking is achieved when the locking pin is locked with the coupling.
  • the locking pins are in their end position of the receptacle.
  • the coupling adapter is supported almost horizontally by the support during this coupling process. It is between an imaginary horizontal line and the Coupling adapter from the ball joint to the support a slight gradient of about 0.5 to 1 o , so that the support is relieved again after the coupling adapter has been locked with the trailer rear part.
  • the support has to be folded away, there is no longer any support force, so that it can be folded away with little effort. This makes it possible to automatically integrate the folding mechanism into the coupling process without great force.
  • the support is folded away or up during the rail journey with the semi-trailer resting on it.
  • the dimensional representation and definition with respect to their overall lengths and angles of the instruction and guide components to each other, such as the locking pin, the receptacle, the guide slope and the parallel guide edge and the run-on slope are designed so that the guide functions for instructing the semi-trailer rear part in succession inevitably come into operation.
  • the semi-trailer rear section is moved against the rail drive and is raised above the run-on slope.
  • the coupling adapter turns against a stop via the ball joint, whereby the coupling adapter turns slightly resting on the support inclined downwards.
  • the coupling adapter is now turned with its imaginary, longitudinal central axis over the locking pin and the receptacle in the aligned longitudinal central axis of the semi-trailer.
  • fine centering takes place, with the coupling adapter being slightly raised from its previous support.
  • the support is pulled up or folded away.
  • the semitrailer front wall which e.g. is coupled to a shunting vehicle and is usually not moved exactly in line with the rails, and is not moved transversely to the longitudinal axis of the semi-trailer. If the coupling adapter were not rotatably supported to a limited extent, the semitrailer front wall would have to be moved transversely when the trailer was saddled when the trailer was not exactly aligned, which would lead to damage to the locking instruction parts of the coupling adapter.
  • the front locking pin can be arranged in front of the front of the trailer. Since this locking pin is arranged far in front of the locking pin, which is used for coupling with a road tractor, damage to the front locking pin during road travel and when coupling with a road tractor must be avoided.
  • the front locking pin is recessed or arranged in a frame pocket so that this locking pin does not protrude beyond the lower surface of the semi-trailer in the front coupling area.
  • the front locking pin is arranged retractable in a frame pocket, it can advantageously be mounted on a rocker that can be pivoted upwards into the frame pocket and locked in the up and down position by means of transversely displaceable pins.
  • the rail transport support level is at the same height as when driving on the road, and the locking pin only protrudes from the lower surface of the semi-trailer in the front coupling area when not in use.
  • the front rail transport kingpin is swung up for road travel.
  • the weight of the rocker can be balanced by a spring, while the locking pins are actuated by an assistant.
  • the width of the recessed frame pocket is so narrow that the conventional fifth wheel couplings with their coupling or saddle plate are wider than the width of the recessed frame pocket.
  • the motor vehicle can therefore slide through with its fifth wheel coupling on the front under the trailer to the locking pin for road travel without the coupling plate of the towing vehicle getting into the pocket. There is therefore no collision with the locking pin for rail travel.
  • An additional safeguard against snagging the locking pin with the fifth wheel coupling of a road vehicle or against snagging of the fifth wheel coupling of a road vehicle itself in the front recessed frame pocket when coupling with the semi-trailer can be done by opening the pocket reach the swivel-in bar at the front, which largely closes this opening and is flush with the lower and front edge of the frame pocket.
  • the bar can be pivotably attached to the upper edge of the pocket by means of a hinge by means of at least one lever arranged at right angles. For each position of the bar, locking by means of a locking bolt which engages in at least one locking tab is advantageous.
  • the frame pocket can be arranged symmetrically or asymmetrically to the longitudinal center plane of the semi-trailer.
  • this can have a V-shaped recess that is open towards the front.
  • the coupling adapter can have a sliding slope at the front and at the rear end and a V-shaped recess that is open to the front and to the rear.
  • the height of the two fifth wheel couplings on the coupling adapter can be offset from one another in order to achieve approximately the same overall height between the rear of the leading semi-trailer and the front of the adjacent trailing semi-trailer.
  • the frame pocket for the front Verrie have extension pins in their extension stops for locking the corresponding fifth wheel coupling on the coupling adapter if the corresponding rail drive is at the beginning or end of a semi-trailer in order to achieve a torque-resistant locking between the coupling adapter and the front side of a semi-trailer.
  • a pivotable or extendable support can be arranged between the rail drive and the coupling adapter, which fixes the coupling adapter for the coupling process so that it can be rotated to a limited extent and cannot be pivoted.
  • the fifth wheel couplings can be fastened to the coupling adapter as closed structural units by means of screws so that a complete coupling can be quickly replaced in the event of general overhauls or wear or the coupling system does not function.
  • the coupling adapter is supported in the usual way on the rail drive transversely to the direction of travel by means of springs, so that overall a statically determined three-point bearing arrangement on a front and a rear rail drive results for a semi-trailer.
  • resilient supports can be arranged between the coupling adapter and the semi-trailers lying on them, so that a four-point support of the semi-trailer results from a certain angle of inclination.
  • the four-point support is already used after very small angular degrees in versions with low torsion. This applies both to the front and rear mounting of a semi-trailer on the coupling adapter, so that there is full support after, for example, 5 mm bank. This additional spring support allows construction tolerances when coupling.
  • the locking pins can engage with axial play in the fifth wheel coupling in order to recognize the relief when saddling and unhitching due to an air gap and to prevent jamming and squeezing.
  • the train set according to the invention consists of semi-trailers 9, which are coupled by means of fifth wheels 3, 4 with a coupling adapter 1 and rest on rail drives 29.
  • the rear axles 10 of the semitrailers 9 and the saddle support winches 32 are raised, so that there is sufficient ground clearance to the upper edge of the rail.
  • a locking pin 33 required for the coupling with a road tractor is set back at the front end of the semi-trailer 9.
  • the coupling adapter 1 is rotatably and pivotably mounted in a ball joint 2 on the rail drive 29. Transverse to the central longitudinal plane of the rail running gear 29, the coupling adapter 1 is supported in the usual way by springs.
  • the coupling adapter 1 points towards each other in the direction of travel offset fifth wheels 3, 4, of which the fifth wheel 4 is arranged above the vertical axis of the ball joint 2.
  • the coupling adapter 1 is provided at the front and at the rear with a slide bevel 22, 23 and V-shaped recesses 20, 21 which are open to the front or to the rear.
  • the coupling bearing surface 30 of the rear fifth wheel 4 is arranged in a step-like manner with respect to the front fifth wheel 3 in order to ensure that the lower edge of the semi-trailer 17 of the leading semi-trailer and the trailing semi-trailer 9 are at one level.
  • a locking pin 5 is arranged in the longitudinal median plane, while a corresponding locking pin 6 is arranged at the front end of the trailing semi-trailer in a projecting frame pocket 16.
  • the frame pocket 16 closes with the lower edge of the semi-trailer 17, while the locking pin 6 is set back relative to the lower edge of the semi-trailer 17.
  • the frame pocket 16 is narrower than the saddle plate of a standard fifth wheel coupling standardized according to DIN 74 084, so that the locking pin 6 is not damaged when coupling with a road tractor.
  • the pocket has a V-shaped recess 35 which is open towards the front.
  • the locking pin 6 can also, as in FIGS. 5 to 7 shown, be mounted retractable on a rocker 37.
  • the rocker 37 In the position shown in Figure 5, the rocker 37 is pivoted downward, so that the locking pin 6 projects downward over the lower edge of the frame pocket 16. In this position, the locking pin 6 can be easily coupled to the coupling adapter 1.
  • the rocker 37 can be locked by means of transversely displaceable pins 36 in the lower position shown in FIG. 5 and in the upper position shown in FIG. 6.
  • the weight of the rocker 37 is at least approximately balanced by means of a spring 38.
  • the cross-displaceable pins 36 can be moved into the locking position either by hand or by spring force or by an auxiliary force. Eye-catching displays can signal the perfect locking of the rocker 37 in the rail transport position.
  • FIG. 8 Swivel the beam 39 into the opening of the frame pocket 16.
  • This bar 39 is pivotally attached via at least one right-angled lever 40 by means of a hinge 41 to the upper edge of the frame pocket 16, so that the frame pocket 16 is closed by the bar 39 when it is pivoted down and the front edge of the semitrailer when saddled onto a road vehicle results in an almost closed leading edge for the fifth wheel coupling of the road vehicle.
  • This pivotable bar 39 is particularly advantageous when the semitrailer 9 is raised by the road vehicle over the inclined contact surfaces of the fifth wheel coupling when saddling, so that high surface pressures inevitably occur at the contact surfaces between the front edge of the semitrailer leading edge and the fifth wheel contact surface. So that the swivel-in bar 39 remains in its swiveled-in position when a semi-trailer 9 is being saddled or unsaddled by a road vehicle due to friction, the bar 39 is secured in the folded-down position by locking bolts 43 reaching behind a locking tab 42.
  • the locking bolts 43 can be actuated in various ways, for example by spring force, by a pneumatic piston-cylinder unit or by hand.
  • the coupling adapter 1 has on both sides of the forwardly open V-shaped recess 20 conical locking pins 7 which engage in corresponding receptacles 8 of the semi-trailer 9.
  • the locking pin 7 is inserted into a ring 11 mounted in the receptacle 8, which has spherical inner surfaces and is supported in the receptacle 8 via a rubber bearing 12.
  • the ring 11 with the rubber bearing 12 is held by an annular disc 13 in the receptacle 8 against axial displacement.
  • the inner bore of the annular disk 13 is arranged at a distance 14 and the receptacle 8 at a distance 15 from the locking mandrel 7, so that the locking mandrel 7 is guided axially in the ring 11 in a freely movable and radially elastically limited manner.
  • a hinged support 24 is arranged between the rail drive 29 and the coupling adapter 1 and holds the coupling adapter 1 in a non-pivoting manner while coupling a semi-trailer 9, while ensuring a certain rotatability of the coupling adapter.
  • lateral stops 25 are arranged either on the support 24 or on the rail drive 29, which are thus only effective when the support 24 is folded up or are continuously active.
  • the frame pocket 16 at the front end of a semi-trailer 9 can either be designed symmetrically at a distance 18 from the longitudinal center plane or asymmetrically with a distance 18 to one side and a distance 19 to the other side.
  • further pockets 26 can be arranged into which a corresponding extension of the coupling adapter 1 engages if the rail drive 29 only carries the front end of a semi-trailer 9, since in this case a torque-resistant coupling between the semi-trailer 9 and the coupling adapter 1 is required is.
  • Lateral spring supports 27 are arranged between the front side of the semi-trailer and the surface of the coupling adapter, which twist to a certain angle Allow that of the semi-trailer 9 to the coupling adapter 1, but provide additional support after the suspension travel has been consumed.
  • a lateral spring support 28 is also provided between the rear of the semitrailer and the coupling adapter 1, which essentially serves to compensate for different construction tolerances between the locking mandrel 7 and the receptacles 8 on the semitrailer 9.
  • An underride protection 31 required according to the EC safety regulations can be folded forward with a rail drive 29 before coupling a semi-trailer 9.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vehicle Body Suspensions (AREA)
  • Railway Tracks (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
  • Air Transport Of Granular Materials (AREA)
  • Traffic Control Systems (AREA)
  • Road Repair (AREA)
  • Loading Or Unloading Of Vehicles (AREA)
  • Road Paving Structures (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Road Signs Or Road Markings (AREA)
  • Body Structure For Vehicles (AREA)
  • Medicines Containing Material From Animals Or Micro-Organisms (AREA)
  • Catching Or Destruction (AREA)
  • Non-Mechanical Conveyors (AREA)
  • Control Of Vehicles With Linear Motors And Vehicles That Are Magnetically Levitated (AREA)
  • Seats For Vehicles (AREA)
  • Handcart (AREA)
EP90400522A 1989-03-03 1990-02-26 Système de transport combiné rail-route Expired - Lifetime EP0385840B1 (fr)

Applications Claiming Priority (9)

Application Number Priority Date Filing Date Title
DE3906843 1989-03-03
DE3906843 1989-03-03
DE3917065 1989-05-26
DE3917065 1989-05-26
DE3939384 1989-11-29
DE3939384A DE3939384C2 (de) 1989-03-03 1989-11-29 Straßen-Schienen-Transportsystem
HU902483A HU212214B (en) 1989-03-03 1990-04-19 Train-set for railway and road traffic
CS902306A CZ283985B6 (cs) 1989-03-03 1990-05-10 Silniční a kolejový transportní systém
SK2306-90A SK279364B6 (sk) 1989-03-03 1990-05-10 Cestný a koľajnicový transportný systém

Publications (3)

Publication Number Publication Date
EP0385840A2 true EP0385840A2 (fr) 1990-09-05
EP0385840A3 EP0385840A3 (fr) 1991-09-18
EP0385840B1 EP0385840B1 (fr) 1995-11-15

Family

ID=27543974

Family Applications (1)

Application Number Title Priority Date Filing Date
EP90400522A Expired - Lifetime EP0385840B1 (fr) 1989-03-03 1990-02-26 Système de transport combiné rail-route

Country Status (10)

Country Link
EP (1) EP0385840B1 (fr)
AT (1) ATE130258T1 (fr)
CZ (1) CZ283985B6 (fr)
DE (1) DE59009863D1 (fr)
DK (1) DK0385840T3 (fr)
ES (1) ES2079456T3 (fr)
FI (1) FI109671B (fr)
HU (1) HU212214B (fr)
NO (1) NO900987L (fr)
SK (1) SK279364B6 (fr)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2844108A (en) * 1954-10-25 1958-07-22 Charles L Madden Trailer train
US2963986A (en) * 1956-10-25 1960-12-13 Dominion Foundries & Steel Combined highway and rail freight units
EP0051464A2 (fr) * 1980-11-04 1982-05-12 John Harris Dispositif anti-couplage pour cheville ouvrière de semi-remorque
US4416571A (en) * 1981-02-17 1983-11-22 Krause Robert A Truck and rail transportation system
EP0241099A1 (fr) * 1986-04-07 1987-10-14 B.V. Alpha Engineering Ingenieurs- en Projectenbureau Train ferroviaire, bogie, wagon d'entreposage de bogies et semi-remorque
US4718800A (en) * 1986-04-18 1988-01-12 General Signal Corporation Stanchion
EP0328852A1 (fr) * 1988-01-20 1989-08-23 BREDA COSTRUZIONI FERROVIARIE S.p.A. Perfectionnements de semi-remorques pouvant circuler sur rails et sur route

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2844108A (en) * 1954-10-25 1958-07-22 Charles L Madden Trailer train
US2963986A (en) * 1956-10-25 1960-12-13 Dominion Foundries & Steel Combined highway and rail freight units
EP0051464A2 (fr) * 1980-11-04 1982-05-12 John Harris Dispositif anti-couplage pour cheville ouvrière de semi-remorque
US4416571A (en) * 1981-02-17 1983-11-22 Krause Robert A Truck and rail transportation system
EP0241099A1 (fr) * 1986-04-07 1987-10-14 B.V. Alpha Engineering Ingenieurs- en Projectenbureau Train ferroviaire, bogie, wagon d'entreposage de bogies et semi-remorque
US4718800A (en) * 1986-04-18 1988-01-12 General Signal Corporation Stanchion
EP0328852A1 (fr) * 1988-01-20 1989-08-23 BREDA COSTRUZIONI FERROVIARIE S.p.A. Perfectionnements de semi-remorques pouvant circuler sur rails et sur route

Also Published As

Publication number Publication date
HU212214B (en) 1996-04-29
NO900987L (no) 1990-09-04
ES2079456T3 (es) 1996-01-16
FI109671B (fi) 2002-09-30
FI900965A0 (fi) 1990-02-26
SK279364B6 (sk) 1998-10-07
HUT58226A (en) 1992-02-28
EP0385840A3 (fr) 1991-09-18
CZ283985B6 (cs) 1998-07-15
EP0385840B1 (fr) 1995-11-15
HU902483D0 (en) 1990-08-28
ATE130258T1 (de) 1995-12-15
DE59009863D1 (de) 1995-12-21
NO900987D0 (no) 1990-03-01
DK0385840T3 (da) 1996-04-09
CS9002306A2 (en) 1991-11-12

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