EP0494323B1 - Kupplungs- und Konversionssystem für Strassen/Schienen-Sattelauflieger - Google Patents

Kupplungs- und Konversionssystem für Strassen/Schienen-Sattelauflieger Download PDF

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Publication number
EP0494323B1
EP0494323B1 EP91100136A EP91100136A EP0494323B1 EP 0494323 B1 EP0494323 B1 EP 0494323B1 EP 91100136 A EP91100136 A EP 91100136A EP 91100136 A EP91100136 A EP 91100136A EP 0494323 B1 EP0494323 B1 EP 0494323B1
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EP
European Patent Office
Prior art keywords
coupling
semi
bogie
trailer
male member
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 - Lifetime
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EP91100136A
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English (en)
French (fr)
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EP0494323A1 (de
Inventor
Angelo c/o Ferrosud S.p.A Palmieri
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Ansaldobreda SpA
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Breda Costruzioni Ferroviarie SPA
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Application filed by Breda Costruzioni Ferroviarie SPA filed Critical Breda Costruzioni Ferroviarie SPA
Priority to DK91100136.0T priority Critical patent/DK0494323T3/da
Priority to ES91100136T priority patent/ES2089035T3/es
Priority to EP91100136A priority patent/EP0494323B1/de
Priority to AT91100136T priority patent/ATE137452T1/de
Priority to DE69119215T priority patent/DE69119215T2/de
Publication of EP0494323A1 publication Critical patent/EP0494323A1/de
Application granted granted Critical
Publication of EP0494323B1 publication Critical patent/EP0494323B1/de
Priority to GR960402008T priority patent/GR3020651T3/el
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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/12—Types of bogies specially modified for carrying adjacent vehicle bodies of articulated trains

Definitions

  • the invention refers to bimodal semi-trailers able to run both on road and on rail.
  • a horizontally sliding coupling device to make up trains of semi-trailers, together with suitable devices to facilitate the application of the rail bogie and of the adaptor bogies then to be applied to the rear and/or front end of a semi-trailer or of a group of semi-trailers when these are to be inserted into a rail way train;
  • the invention also relates to the means suited to coordinating and ensuring the operation of the above mentioned devices.
  • the coupling together of semi-trailers in order to make up a train of rail wagons can be carried out using either vertical or horizontally connecting devices.
  • the horizontally sliding connecting devices which apply to this invention consist in a male coupling member furnished with a spherical joint which has a cylindrical vertical hole applied to the front end, and in a fixed casing on the rear cross-beam of the semi-trailer, this being furnished with a cavity into which, after having entered the spherical joint of the male member is linked with a vertical locking pin.
  • a drawback common to all horizontally connecting coupling devices as described in the preamble of claim 1 is due to the fact that they are not autocentering, or rather, they do not permit the positioning of the cylindrical hole of the spherical joint to be in exact counter-position to the coupling vertical pin.
  • Patents such as: US Patent 4311244, US Patent 4202454, US Patent 4669391, WO89/03784 and US Patent A 4955292.
  • the fixed part 85 of the spherical joint mounted on to the end of the coupling male member is supported by the ring 86 inserted into the spherical seat 87, it being inserted into the hollow casing at the rear end of the semi-trailer; for this reason, since the moveable part 83 of the spherical joint remains locked by the coupling pin 88, the contact surfaces 85 and 86 of the joint and of the supporting ring respectively and 86 and 87 respectively of the supporting ring and of the spherical seat, which sustain the vertical load transmitted by the coupling male member are subject to sliding and wear and tear during the pitching and rolling motions and/or variations in angulation between the horizontal axes of the semi-trailer.
  • the pitching and rolling motions cause sliding between the supporting ring 237 of the coupling male member and the fixed part 335 of the spherical joint mounted on the end of the same coupling male member; in fact, the pitching and rolling motions cause the shifting of element 335 of the spherical joint, in relation to element 334 rigidly attached to the pin 88, along the spherical contact surface and consequently, the sliding of the fixed part 335 of the spherical joint on the opposite surface of the supporting ring 237 mounted on the rear end of the semi-trailer.
  • the coupling member 206 In other coupling devices, such as those described in the US Patent 4669391 entitled: "Train formed by road semi-trailers", the coupling member 206, see figure 9 of the US Patent, contacts directly on an elastomere supporting ring 286, making the component part of the coupling male member rigidly attached to the rear end of the other semi-trailer, without using either a spherical joint which distributes the dynamic tractive stress to a more extensive surface, or means which impede the sliding of the end of the male member on the support 286: the tractive efforts are transmitted to the male member 206 of the pin 288, which in consequence, is subject to shearing stress.
  • the male member 24 is furnished with a spherical joint 64 which enters exactly into the casing body 44 at the rear end of the other semi-trailer, so as to be contained between its upper and lower horizontal inner surfaces thus avoiding the sliding of the end of the male member against the above mentioned inner surfaces caused by the pitching and rolling motions.
  • the device which permits coupling between the front part of a semi-trailer and the rear part of the adjoining semi-trailer is applied by means of an initial upwards shifting and subsequent downwards shifting of a semi-trailer with respect to the rear end of the adjoining semi-trailer.
  • This device is comprised of a coupling member 6 rigidly attached to the front end of a semi-trailer, said coupling member being provided with a semi-spherical cavity 6a, and of a semi-spherical solid body 5 mounted onto the rear end of the other semi-trailer by means of a sliding member 10 actioned by a spring 12; the surface area of the solid semi-spherical body 5 has particular characteristics and is illustrated in figures 3 and 4 of the PCT Application in question.
  • the adaptor bogie described in the said Application is characterized by the fact that it is bivalent, that is, suited to be mounted indifferently onto either the front or rear end of the same semi-trailer.
  • a bimodal semi-trailer is described in USA Patent 4955292 having a road bogie and a rail bogie, this latter may be uncoupled when the semi-trailer runs on road; the semi-trailers may be coupled to each other in order to form a convoy of semi-trailers.
  • the coupling of the rail bogie is carried out by means different from those described in the present Patent Application.
  • One main object of the present invention is to provide a coupling device which enhances the functioning of the horizontally sliding coupling devices described in the above mentioned patents, and which, at the same time eliminates any drawbacks.
  • Another main object is to combine a horizontally sliding coupling device of bimodal road-rail semi-trailers with a rail bogie coupling device, of the pin-fifth wheel type.
  • Yet another object is that of rendering the mechanical interconnecting means of the coupling devices interdependent with those of the coupling devices of the rail bogie and of the wheels of the road bogie above the level of the rails, after the coupling of the same rail bogie.
  • Yet another aim is that of supplying rail bogies mounted with buffers and traditional coupling systems to be applied to the front end of one or more semi-trailers to allow for their insertion into a normal rail train, making use of the horizontally sliding coupling devices of semi-trailers in order that the bogie be applied to the front end, and for the one to be applied at the rear end, making use of a pin-fifth wheel device the same as that used by the rail bogie.
  • the device which permits the mounting of the rail bogie CF to the rear end SR1 of the semi-trailer consists in, see figures 1, 2, 3, in a special plate 1, which in the present description is also named turn plate, furnished with a V-shaped groove V 1b, edged with guide wings 1a, these also being positioned downwards, the turn plate being rigidly attached to a counter fifth wheel R2 which is inserted into the fifth wheel R1 of the bogie; the coupling of the fifth wheel pin-counter fifth wheel is rendered stable by the pin PR furnished with a locking nut.
  • the application of the turn plate 1 of the bogie CF is carried out, see fig. 3, by inserting a king pin 4, below the base of the coupling case 12, into the triangular aperture 1b and its locking with a hook 38 kept in a closed position by a bolt 38a; the turn plate is further locked by two forks 5 which are inserted into two tubular cavities 5a in the cross-beam SR1T, including the same coupling casing 12.
  • the bolt is actioned by a shaft 38b manoeuvred by a handle 38d which remains in the unlocked hooking position, when the notch 38c is inserted into the lateral edge of the same turn plate.
  • the turn plate can rotate 180° around the axis of the pin PR of the fifth-wheel pin of the bogie, to permit the coupling of the bogie, to the semi-trrailer, from both ends.
  • the pin 36 which blocks the turn plate to the bogie by means of two small plates 1c is extracted from the axle box 37 of the bogie; as already described in Patent N° 1220241 of the same Ferrosud, the small plates 1c rigidly attached to the turn plate 1 are distanced in order to allow for the slight angular shiftings of the same turn plate, for example +-5° around the axis of the pin PR, in order to facilitate both the coupling of the bogie of the semi-trailer, and small rotations of the bogie in relation to the king pin 4 of the semi-trailer.
  • the horizontally sliding coupling device of the semi-trailers consists in a male member 2 which at one end incorporates a spherical joint formed by a semi-spherical hollow 6 rigidly fixed to it, into which is inserted, with a moveable connection, a semi-spherical part 7, furnished with a cylindrical hole 7c, into which enters the cylindrical coupling pin 3.
  • the contact surfaces 6b and 7b, fig. 7, are easily lubricated, for example by means of grooves so that the hollow casing 6 and the semi-spherical part 7 which form the joint, may slide on each other causing the minimum of friction, during the shifting of the male member in relation to the coupling pin 3 rigidly attached to the semi-spherical part 7, which is caused by the motions of the vehicles.
  • the end of the male member 2 enters the cavity 12a of the coupling casing 12 and then rests with the flat surface 7a of the semi-spherical part, on the ring-shaped support 8, this is also forming a flat ring-shaped support base 8a.
  • the lower edges 2.1, 2.2, 2.3, 2.4 and 2.5 of the metal annular locknut form a resting surface which is not flat but rather shaped in such a way that the edges 2.4 and 2.5 do not make contact with the semi-ring-shaped support 13 when the semi-spherical body 7 rests on the ring-shaped support 8 inside the above mentioned semi-ring-shaped support 13; in other words, the support surface of the metal locknut extends onto two different planes between which there is a difference in level.
  • the centering is considered completed when corner 2/3 of the metal annular locknut at the end of the male member surpasses the corner 13/4 and then counter-positions itself with the face 2/4 to the surface 13/3 of the incline.
  • the air gap t (fig.3) must be such that, once the couplings have been completed, during the movement of the vehicles, the said surfaces cannot come into reciprocal contact and so cause sliding.
  • the compression force is concentrated solely on the opposing sufaces 7a and 8a respectively, of the spherical part 7 and of the ring-shaped support 8: the shifting of the male member in relation to the coupling pin 3 causes only reciprocal shifting between the surfaces 6b and 7b respectively, of the hollow casing 6 and of the part 7 which form the spherical joint.
  • the pin 3 is maintained in a coupling position by an elastic device 14, consisting in a helical spring contained within a tubular element 14a which rotating in a clockwise direction around an intermediate point when the coupling pin 3 enters the cylindrical hole 7c of the semi-spherical body 7, causes compression of the same spring of the elastic device 14.
  • an elastic device 14 consisting in a helical spring contained within a tubular element 14a which rotating in a clockwise direction around an intermediate point when the coupling pin 3 enters the cylindrical hole 7c of the semi-spherical body 7, causes compression of the same spring of the elastic device 14.
  • the insertion of the pin 3 inside the cylindrical hole 7c is carried out by a lever 16 actioned by a hand lever 16c when rotated in an anticlockwise direction around the fulcrum 16a.
  • the pneumatic plant which causes the elevation of the rear part of the semi-trailer to allow for the insertion of the rail bogie, comprises of an end stroke valve 30 which the anti-telescoping back girder A1 actions when it is completely rotated upwards.
  • the said end stroke valve inserts the valves which cause, by re-inflating the cylinders of the pneumatic suspension of the road bogie, the elevation of the semi-trailer: the maximum height of the elevation is pre-determined by another end stroke valve.
  • the hooks which block the wheels of the road bogie are slipped into the eyelets 27a of the male members 27 connected to the same axles; the hooks are actioned at the same time by a bar 23 by the hand lever 21 which is reacted by a spring 22 which via the compound lever 19, causes the simultaneous insertion of two pins 9 mounted inside the cylindrical vertical holes 19a of the rear beam TR of the semi-trailer into the corresponding holes 9a of the turn plate 1 of the rail bogie, ensuring its definitive locking.
  • Non-occurence of the insertion of the hooks 25 after the application of the rail bogie and the subsequent elevation of the wheels of the road bogie causes, in the event of the breaking of the coupling male member, the braking of the rail bogie.
  • Braking may also be caused by the safety device 11, rather than the breaking of the tubes which connect the implants of more semi-trailers coupled together.
  • the movements of the bar (23) may be carried out only after having caused, by means of a lever 16c, the elevation of pin 3; with this is caused the rotation of the lever 16 and with it that of the small plate 16b which impedes the rotation of the lever 17 connected by bar 18 to bar 23.
  • the invention has provided for two adaptor bogies to be applied to the front part and to the rear part respectively, of each semi-trailer, and being mounted with buffers and with traditional coupling devices.
  • the front adaptor bogie is furnished with a cross beam 32 applied to the fifth wheel of a rail bogie to which are rigidly attached the frame members 32a and 32b, the first ones being mounted with buffers and traditional coupling devices, the second ones terminating in angled edges 32c to facilitate the introduction below platform to the front end of the semi-trailer SR2.
  • the cross beam 32 is mounted in the centre part of the coupling casing 12bis the same as the one mounted on the end of each semi-trailer, into which the spherical joint of the male member 2 is inserted, and into which the coupling pin 3bis penetrates sliding into the cylinder 15bis.
  • the locking of the front adaptor bogie is made definitive by two lateral plates 33 rigidly attached to the front end of the frame members of the semi-trailer, into which the wings of the double T-shaped beam (H-beam) are inserted and which form the two frame members of the adaptor bogie.
  • the rear adaptor bogie illustrated in figure 15 differs from the rail bogie solely in the application to the turn plate 34a of two frame members 34/1 on one part, and two frame members 34/2 on the opposite part, these latter ones being mounted with buffers R and with the coupling device for traditional cars.
  • the frame member 34/1 of the rear adaptor bogie have the ends shaped in such a way as to form angled surfaces 34b: the king pin 4 of the semi-trailer is guided into the triangular opening 1b of the V-shaped plates 1a as is the case in simple rail bogies.
  • the aim of the plates 35 rigidly attached to the rear ends of the two frame members of the semi-trailers is to make the adaptor bogie definitively rigidly attached to the semi-trailer.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Metal Rolling (AREA)
  • Radar Systems Or Details Thereof (AREA)
  • Reduction Or Emphasis Of Bandwidth Of Signals (AREA)
  • Consolidation Of Soil By Introduction Of Solidifying Substances Into Soil (AREA)
  • Handcart (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Connection Of Plates (AREA)
  • Body Structure For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (8)

  1. "Kupplungs- und Konversionssystem für Strassen/Schienen-Sattelauflieger, bestehend aus folgenden Elemen ten:
    a) - eine Vorrichtung zum Ankuppeln von Stattelanhängern des Typs mit waagerechter Einkupplung, bestehend aus einem Arm (2), der am vorderen Ende angebracht ist, und aus einem Kupplungsgehäuse (12), das mit dem hinteren Querträger des Sattelanhänger-Chassis' verbunden ist und in welches das Ende des Arms mit Hilfe eines durch Hebelmechanismen bewegten Zapfens (3) eingekuppelt wird, wobei der besagte Arm zu diesem Zweck mit einem Kugelgelenk (7) ausgestattet ist, das ein zylinderförmiges Loch mit senkrechter Achse (7c) auf weist;
    b) Vorrichtungen zur Anbringung des Schienenfahrgestells an der Rückseite des Sattelanhängers, bestehend aus einer ausrichtbaren Verbindung, die mit Hilfe eines Drehschemels an selbigem Schienenfahrgestell angebracht wird, sowie aus einem Zapfen (4), der am hinteren Querträger des Sattelanhänger-Chassis' angebracht ist;
    c) pneumatische Vorrichtungen, die zum Anheben des Flachbodens des Sattelanhängers mit den Rädern des Straßenfahrgestells dienen, nachdem sich die nicht zusammenschiebbare Stange (28) nach oben gedreht hat;
    d) mechanisch-pneumatische Vorrichtungen, die das Einkuppeln und das Anheben der Räder des Straßenfahrgestells über die Schienenoberkante ermöglichen und mit der Bremsanlage verbunden sind;
    e) Vorrichtungen zur Gewährleistung des Einkuppelns des Schienenfahrgestells, des Einkuppelns der Sattelanhänger untereinander und des Einkuppelns des Straßenfahrgestells bei in angehobener Position befindlichen Rädern;
    f) Vorrichtungen, die die Einfügung eines oder mehrerer Sattelanhänger in einen Zug aus herkömmlichen Fahrzeugen ermöglichen;
    und gekennzeichnet durch den Umstand, daß die Kupplungsvorrichtung gemäß Punkt a) der bereits bekannten Technik in folgendem besteht:
    - einer geneigten Fläche (13.1), die unflexibel verbunden ist mit der oberen Basis des Kupplungsgehäuses (12) und einer geneigten Gehrung (2.1) am Ende des Kupplungsarms, um dessen Gleiten auf der obengenannten geneigten Fläche (13.1) zu begünstigen, wobei die Nutzhöhe des Sektors (12a) des Kupplungsgehäuses (12) größer ist als die senkrechte Abmessung des Endes selbigen Kupplungsarms, um die erforderliche senkrechte Versetzung zu ermöglichen;
    - zwei seitlichen und waagerechten Keilstücken (13d) zur Positionierung der Längsachse des Arms (2) in der Ebene der Längsmittelachse des Kupplungsgehäuses (12): Das Außenprofil des unteren Rands der metallenen Ringmutter des Arms (2), worin das Kugelgelenk eingesetzt wird, der wiederum durch ein ebenes Profil (2.2) und durch ein zweites geneigtes Profil (2.4) gekennzeichnet ist, so daß sich ein Einhakpunkt bildet, nachdem das Armende die geneigte Fläche (13.1) und die ebene Fläche (13.2) der halbringförmigen Auflage (13) überwunden hat und entlang der Gehrung (13.3) nach unten gleitet, wobei die Kante (2.3) den Rückschub des Arms verhütet und der weitere Vorschub selbigen Arms in den Sektor (12) des Kupplungsgehäuses hinein durch das Gummilager (13a) verhütet wird.;
    - einer ringförmigen Unterlage (8), bei welcher der Außendurchmesser der Auflagefläche kleiner beziehungsweise höchstens gleich groß ist wie der Durchmesser des ebenen Rings am kugelförmigen Teil des Gelenks (7) oder vorzugsweise kleiner als der Innendurchmesser des ringförmigen Rands der Ringmutter am oberen Ende des Arms (2), wobei der Innendurchmesser der besagten Unterlage (8) gleich groß ist wie jener des senkrechten zylinderförmigen Loches (7c) des Kugelgelenks (7), in welches der Kupplungszapfen (3) eintreten muß, wobei die Unterlage (8) unflexibel verbunden ist mit der Basis des Gehäusekörpers (12a) sowie konzentrisch ist zum halbrunden Innenprofil der halbringförmigen Fläche (13), auf welcher das untere Profil der Arm-Ringmutter zu laufen hat, wobei der unbewegliche Teil (6) eingefügt ist und unflexibel verbunden ist mit der besagten Ringmutter, wobei das Aufliegen des kugelförmigen Teils (7) des Kugelgelenks, das in den Teil (6) eingefügt ist, allein zwischen der unteren ebenen Fläche (7a) und der ringförmigen Auflagefläche (8a) erfolgt, und die Überlagerung der unteren Fläche (7a) auf die Auflagefläche (8a) erst dann erfolgt, nachdem die Kante der Kupplungsarm-Ringmutter sich über die Kante (13.4) der halbringförmigen Zugangsfläche hinaus bewegt hat.
  2. Ein System wie unter Patentanspruch 1 beschrieben, gekennzeichnet durch den Umstand, daß sich zwischen den Rändern (2.4) und (2.5) der Ringmutter des Arms (2) und den Flächen (13.3) und (13.2) der Zugangsfläche ein Luftspalt bildet, der verhütet, daß bei Nick-, Roll- und Drehbewegungen die besagte Ringmutter und die Flächen (13) einander streifen können, sobald der kugelförmige Teil (7) des Kugelgelenks bei der ringförmigen Unterlage (8) konzentrisch aufzuliegen kommt, wobei die ringförmige Unterlage in der Höhe dick genug ist, den Luftspalt (t) zu bilden, wenn die ringförmige Fläche (7a) des Kugelkörpers (7) auf der Fläche (8a) der Unterlage (8) aufliegt.
  3. Ein System wie unter Patentansprüchen 1 und 2 beschrieben, gekennzeichnet durch den Umstand, daß die Vorrichtungen, die die senkrechte Versetzung des Zapfens (3) ermöglichen, in einem Hebel (16) bestehen, der von einem manuellen Hebel (16c) betätigt wird, und daß der Zapfen (3) in der Kupplungsposition gehalten wird von einer elastischen Kompressionsvorrichtung (14) oder einer Spiralfeder, und daß die Absenkung des Zapfens gewährleistet wird durch einen Hebel (17), der im Drehpunkt (17a) gelagert ist und die Platte (16b) komprimiert, die mit dem Hebel (16) verbunden ist, wenn die Räder des Straßenfahrgestells angehoben sind und in dieser Position durch die Haken (25) gesichert werden, wobei der Hebel (17) durch eine Stange (18) gedreht wird, die durch einen Hebel (21) betätigt wird, der von Hand verstellt werden kann, indem man ihn im Uhrzeigersinn dreht.
  4. Ein System wie unter Patentansprüchen 1 und 3 beschrieben, gekennzeichnet durch den Umstand, daß das Gehäuse (12b), welches die Hebelmechanismen enthält und fest am unteren Chassis des Sattelanhängers, unterhalb des Kupplungsgehäuses (12a), montiert ist, oben so geformt ist, daß es eine geneigte Fläche (12.1) bildet, die an die geneigte Fläche (13.1) anschließt, um das Gleiten des gegehrten Teils (2.1) am Ende des Arms (2) zu begünstigen, das heißt zum Inneren des Sektors (12a) des Kupplungsgehäuses hin.
  5. Ein System wie unter Patentanspruch 1 beschrieben, gekennzeichnet durch den Umstand, daß die Verbindung des Schienenfahrgestells, wie unter Punkt b) des Stands der Technik beschrieben, zum hinteren Querträger TR des Sattelanhängers zusätzlich durch zwei Zapfen (9) gesichert wird, die mechanisch verbunden sind mit dem Hebel (17), welcher den Hebel (16) verriegelt, der den Verriegelungszapfen (3) betätigt, und mit der Stange (23), welche die Drehung der Haken (25) bewirkt, welche die Räder des Straßenfahrgestells arretieren, wenn diese über die Schienen angehoben sind.
  6. Ein System wie unter Patentanspruch 1 beschrieben, gekennzeichnet durch den Umstand, daß die unter Punkt f) des Stands der Technik genannten Kopplungsvorrichtungen, die an der Verbindung (32) des vorderen Adapterfahrgestells montiert sind, dasselbe Verkupplungssystem wie zwischen den Sattelanhängern nutzen, das heißt sie bestehen in einem Kupplungsgehäuse (12bis), das auf einer Seite mit den Längsträgern (32a) der Stoßpuffer verbunden ist und auf der anderen mit den Längsträgern (32b), die unter das Vorderende des Sattelanhängers einzuschieben sind, um sie dann mit zwei Führungsplatten (33) zu arretieren, die mit den Längsträgern des Sattelanhängers verbunden sind, um den Eintritt des Kugelgelenks des an der Vorderseite des Sattelanhängers montierten Arms (2) in das besagte Kupplungsgehäuse (12bis) zu ermöglichen, und daß die Kopplungsvorrichtungen des hinteren Adapterfahrgestells die gleichen wie beim Schienenfahrge stell sind.
  7. Ein System wie unter einem beliebigen der vorgenannten Patentansprüche beschrieben, gekennzeichnet durch den Umstand, daß das Anheben des rückseitigen Teils des Sattelanhängers mittels der Radaufhängungen des Straßenfahrgestells durch eine nicht zusammenschiebbare Stange bewirkt wird, wenn diese nach oben gedreht wird, und daß die Stange (23) die Räder des Straßenfahrgestells in einer über die Schienenoberkante erhöhten Lage arretiert sowie daß die Stange (18) die Verkupplung der Drehplatte des Schienenfahrgestells mittels Sicherheitszapfen (9) gewährleistet, wobei die besagte Stange (18) einen Hebel (17) betätigt, der die Drehung des Hebels (16) im Uhrzeigersinn verhütet, welcher den Zapfen (3) aus dem senkrechten zylinderförmigen Loch des Kugelgelenks am Ende des Arms (2) herauszieht.
  8. Ein System wie unter einem beliebigen der vorgenannten Patentansprüche beschrieben, gekennzeichnet durch den Umstand, daß die Vorrichtungen, die das Ankoppeln des Schienenfahrgestells, das Ankoppeln des Sattelanhängers und das Ankoppeln bei erhöhter Position der Räder des Straßenfahrgestells ermöglichen, anhand mechanischer und pneumatischer Vorrichtungen miteinander verbunden sind, um den Betrieb auf Schienen in einer logischen Reihenfolge vorzubereiten und gleichzeitig zu ermöglichen, daß dieselben besagten Vorrichtungen miteinander verkuppelt werden können.
EP91100136A 1991-01-04 1991-01-04 Kupplungs- und Konversionssystem für Strassen/Schienen-Sattelauflieger Expired - Lifetime EP0494323B1 (de)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DK91100136.0T DK0494323T3 (da) 1991-01-04 1991-01-04 Koblings- og konversionssystem for sættevogne til føring på vej og skinner
ES91100136T ES2089035T3 (es) 1991-01-04 1991-01-04 Sistema de acoplamiento y transformacion de semirremolques bimodales carretera-ferrocarril.
EP91100136A EP0494323B1 (de) 1991-01-04 1991-01-04 Kupplungs- und Konversionssystem für Strassen/Schienen-Sattelauflieger
AT91100136T ATE137452T1 (de) 1991-01-04 1991-01-04 Kupplungs- und konversionssystem für strassen/schienen-sattelauflieger
DE69119215T DE69119215T2 (de) 1991-01-04 1991-01-04 Kupplungs- und Konversionssystem für Strassen/Schienen-Sattelauflieger
GR960402008T GR3020651T3 (en) 1991-01-04 1996-07-31 Coupling and conversion system of bimodal road-rail semi-trailers

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP91100136A EP0494323B1 (de) 1991-01-04 1991-01-04 Kupplungs- und Konversionssystem für Strassen/Schienen-Sattelauflieger

Publications (2)

Publication Number Publication Date
EP0494323A1 EP0494323A1 (de) 1992-07-15
EP0494323B1 true EP0494323B1 (de) 1996-05-01

Family

ID=8206283

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91100136A Expired - Lifetime EP0494323B1 (de) 1991-01-04 1991-01-04 Kupplungs- und Konversionssystem für Strassen/Schienen-Sattelauflieger

Country Status (6)

Country Link
EP (1) EP0494323B1 (de)
AT (1) ATE137452T1 (de)
DE (1) DE69119215T2 (de)
DK (1) DK0494323T3 (de)
ES (1) ES2089035T3 (de)
GR (1) GR3020651T3 (de)

Cited By (5)

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Publication number Priority date Publication date Assignee Title
US7699008B2 (en) 2001-08-01 2010-04-20 National Steel Car Limited Rail road freight car with damped suspension
US7823513B2 (en) 2003-07-08 2010-11-02 National Steel Car Limited Rail road car truck
US7845288B2 (en) 2003-07-08 2010-12-07 National Steel Car Limited Rail road car truck and members thereof
US8011306B2 (en) 2001-08-01 2011-09-06 National Steel Car Limited Rail road car and truck therefor
US8215240B2 (en) 2006-12-20 2012-07-10 Railrunner N.A., Inc. Bimodal container chassis

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7047889B2 (en) 2000-07-12 2006-05-23 National Steel Car Limited Rail car with cantilevered articulation
US6874426B2 (en) 2002-08-01 2005-04-05 National Steel Car Limited Rail road car truck with bearing adapter and method
FR2913938B1 (fr) * 2007-03-19 2009-05-08 Lohr Ind Ensemble d'arrimage a immobilisation totale et autocentrage d'un pivot d'attelage d'une semi-remorque sur une unite ferroviaire.
DE102011004706A1 (de) * 2011-02-25 2012-08-30 Schaeffler Technologies Gmbh & Co. Kg Kegelrollenlager mit Käfig
CN205034125U (zh) * 2015-07-24 2016-02-17 虎伯拉铰接系统（上海）有限公司 有轨车辆
AT524672B1 (de) * 2021-05-07 2022-08-15 Mcs Vermoegensverwaltungs Ag Drehgestell zum Bilden eines Zuges

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Publication number Priority date Publication date Assignee Title
US4955292A (en) * 1983-11-18 1990-09-11 The Chamberlain Group, Inc. Dual-mode rail-highway semi-trailer with separable bogie
WO1989003784A1 (fr) * 1987-10-22 1989-05-05 Ferrosud S.P.A. Semi-remorques perfectionnes pouvant circuler sur rails et sur route

Cited By (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8011306B2 (en) 2001-08-01 2011-09-06 National Steel Car Limited Rail road car and truck therefor
US8770113B2 (en) 2001-08-01 2014-07-08 National Steel Car Limited Rail road freight car with damped suspension
US7699008B2 (en) 2001-08-01 2010-04-20 National Steel Car Limited Rail road freight car with damped suspension
US8272333B2 (en) 2003-07-08 2012-09-25 National Steel Car Limited Rail road car truck and members thereof
US7946229B2 (en) 2003-07-08 2011-05-24 National Steel Car Limited Rail road car truck
US7845288B2 (en) 2003-07-08 2010-12-07 National Steel Car Limited Rail road car truck and members thereof
US8413592B2 (en) 2003-07-08 2013-04-09 National Steel Car Limited Rail road car truck
US8720347B2 (en) 2003-07-08 2014-05-13 National Steel Car Limited Relieved bearing adapter for railroad freight car truck
US8726812B2 (en) 2003-07-08 2014-05-20 National Steel Car Limited Rail road freight car truck with self-steering rocker
US8746151B2 (en) 2003-07-08 2014-06-10 National Steel Car Limited Rail road car truck and fitting therefor
US7823513B2 (en) 2003-07-08 2010-11-02 National Steel Car Limited Rail road car truck
US9278700B2 (en) 2003-07-08 2016-03-08 National Steel Car Limited Fittings for railroad car truck
US9475508B2 (en) 2003-07-08 2016-10-25 National Steel Car Limited Rail road car truck and fitting therefor
US8215240B2 (en) 2006-12-20 2012-07-10 Railrunner N.A., Inc. Bimodal container chassis
US8677907B2 (en) 2006-12-20 2014-03-25 Railrunner, N.A., Inc. Bimodal container chassis

Also Published As

Publication number Publication date
DE69119215D1 (de) 1996-06-05
DE69119215T2 (de) 1996-11-28
ES2089035T3 (es) 1996-10-01
GR3020651T3 (en) 1996-10-31
DK0494323T3 (da) 1996-08-26
EP0494323A1 (de) 1992-07-15
ATE137452T1 (de) 1996-05-15

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