EP0539111A1 - Procédé et appareil de manutention de conteneurs - Google Patents

Procédé et appareil de manutention de conteneurs Download PDF

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Publication number
EP0539111A1
EP0539111A1 EP19920309451 EP92309451A EP0539111A1 EP 0539111 A1 EP0539111 A1 EP 0539111A1 EP 19920309451 EP19920309451 EP 19920309451 EP 92309451 A EP92309451 A EP 92309451A EP 0539111 A1 EP0539111 A1 EP 0539111A1
Authority
EP
European Patent Office
Prior art keywords
bogies
cargo
line
cargo spaces
wheel
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
EP19920309451
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German (de)
English (en)
Other versions
EP0539111B1 (fr
Inventor
Matti Raineri Brostrom
Pekka Antero Brostrom
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.)
Rautaruukki Oyj
Original Assignee
TRANSTECH Ltd Oy
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
Application filed by TRANSTECH Ltd Oy filed Critical TRANSTECH Ltd Oy
Publication of EP0539111A1 publication Critical patent/EP0539111A1/fr
Application granted granted Critical
Publication of EP0539111B1 publication Critical patent/EP0539111B1/fr
Anticipated expiration legal-status Critical
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    • 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
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/005—Rail vehicle marshalling systems; Rail freight terminals
    • 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
    • B61D3/20—Wagons or vans adapted for carrying special loads for forwarding containers

Definitions

  • the invention relates to a system which comprises at least load-bearing cargo spaces and railway bogies or wheel-and-axle sets for handling a plurality of cargo spaces, the cargo spaces being at least at one stage arranged into a line in alignment with the railway track and raised by the edges of the cargo spaces to a distance above the track.
  • the invention relates particularly to the handling of a plurality of cargo spaces, for example, in factories, harbours, shunting yards and other storages, and to the transfer of cargo spaces from one transport mode to another, the modes of transport being marine, rail and road transport.
  • the most typical such system is the so-called intermodal transport system, in which the cargo space is made up of a truck trailer or semi-trailer, provided with a bogie suitable for road transport.
  • the wheels or wheel bogies suitable for road transport are fixedly mounted to the cargo space, as for example in publications NO-159523 and EP-264 731.
  • For rail transport such trailers are reversed, one at a time, so that their rear ends come to bear on rail bogies, the front end is left on a support, the end of a second rail bogie is pushed under it, and the next trailer is reversed to the outer end of the same rail bogie, etc.
  • Patent application FI-895791 describes an arrangement of a type otherwise similar to that first described, i.e. a road trailer is reversed onto a rail bogie, the next rail bogie is pushed into its place, and so forth, one trailer and one bogie at a time.
  • the difference lies in that, after the formation of the train, the wheel bogies are removed from below the cargo space of the trailer in a direction transverse to the track.
  • Publication DE-40 20 387 describes a line of cargo spaces which is placed in alignment with the railway track and in which the cargo spaces are raised by their edges to a distance above the track.
  • This line of cargo spaces is formed by driving them to the site by using a tractor and by aligning them with the track.
  • a train ready for transport is obtained from this line by driving freight wagons each made up of bogies and a flatbed without sides to beneath the line while the wagon frames are raised so that the cargo spaces are off the ground.
  • the cargo-space supports may be fixed, or they may be telescopically retractable in order to achieve the lateral clearance required of a train.
  • the publication relates primarily to locking bars placed on the long sides of the flatbed to secure the cargo spaces to the flatbed for the duration of railway transport.
  • the object of the present invention is thus to provide a system for handling cargo spaces so that a cargo space can be transferred rapidly and simply from any one handling step, such as marine transport, storage, rail transport and road transport, to another step.
  • a further object of the invention is this type of system in which the useful load is maximal, in which case only the components necessary for the transport mode concerned are attached to the cargo space at any given time.
  • a further object is this type of system in which the cargo spaces are suitable for the transportation of many different goods and products and also for being handled with all commonly used transfer apparatuses such as trucks, hoists, etc.
  • the most important advantage of the invention is that the investment required by the system is smaller than the investment required by prior-art systems, since the most expensive components, such as rail bogies, are needed in shuttle transport in a quantity only about one-half of the number of cargo spaces, since in those situations, such as during waiting time in harbours, in storages, in shunting yards or during loading at the factory, in which it is not necessary to move the cargo space, at least over substantial distances, the cargo space has no wheels. In such situations the cargo space corresponds to a container system and can be loaded, unloaded and handled in the corresponding manner.
  • Figure 1 depicts schematically the range of uses of the system according to the invention.
  • Figure 2 depicts an exploded view of one embodiment of the invention.
  • Figure 3 depicts an exploded view of another embodiment of the invention.
  • Figure 4 depicts an exploded view of a third embodiment of the invention.
  • Figure 5 depicts the transport of rail bogies and cargo space frames according to the invention as a compact entity.
  • Figure 6 depicts the principle of a road bogie belonging to the system according to the invention.
  • Figure 1 shows in principle the scheme of so-called shuttle transport.
  • cargo spaces 1 according to the invention have been left on support legs 8 in a factory shunting yard, a harbour shunting yard, a harbour storage, at a station, and on a ship.
  • the cargo spaces have no wheels; they constitute independent components, such as container-type closed cargo spaces, flatbed-type cargo spaces, or cargo spaces of other types.
  • These cargo spaces can be handled in the said areas by any known equipment, such as trucks, spider cranes, hoists, or the like.
  • the essential idea in terms of the invention is that, at least at some stage, they are arranged into a line 4 in alignment with a railway track 3, and are in this state raised by their edges to a distance above the rails. They must thus form a cargo-space line 4 corresponding to a train, as shown in Figure 1 and in Figures 2-4.
  • the wheels of the train are transferred to beneath the described line 4 of cargo spaces 1 as a line 6 made up of bogies or wheel-and-axle sets, whereby a train 19, seen in Figure 1, is formed (depicted in the figure as an exploded view).
  • a cargo space with support legs 8 on its edges forms in the area of a railway track 3 a tunnel parallel to it, into which the wheels of the train are pushed as a line 6 of bogies or wheel-and-axle sets along the track 3.
  • Each wheel-and-axle set or bogie is then positioned in the region of a cargo-space end, i.e. in the region of a cargo-space end 7a, 7b, or between the ends of successive cargo spaces, or in the region of a cargo space, for example in the middle of it.
  • the number and location of the bogies 2 or wheel-and-axle sets is, of course, largely determined by the load capacity required and on other design aspects, and it may also consist of a combination of the above-mentioned locations.
  • the cargo spaces 1 are lowered to rest on the bogies or wheel-and-axle sets to form a train 19 ready for travel.
  • this train 19 ready for travel is dismantled into a line of cargo spaces through a chain of action reverse to the chain of action described above, the cargo spaces 1 being first raised off the bogies or wheel-and-axle sets, to rest on the legs 8, whereafter the bogies or wheel-and-axle sets can be removed along the track from beneath the cargo spaces.
  • a cargo space 1 has wheels under it only in those situations in which it is specifically being transported, and at other times it serves as a mere storage space.
  • the raising and lowering of the cargo spaces 1 are carried out by using a mechanism in the wheels, for example in the bogie 2, the mechanism not being shown in greater detail in the figures, by which mechanism a cargo space 1, for example resting on support legs, is raised sufficiently so that its weight is no longer carried by the support legs 8, whereupon the legs can be drawn under, to the sides of, or into the cargo space, whereafter the cargo space can be lowered by using the said mechanisms to rest on locking means, not shown in the figures, in the bogies or wheel-and-axle sets.
  • the support legs which have been drawn in no longer constitute a barrier to passage, and the locking means will prevent the cargo space from moving in the longitudinal or transverse direction during the travel of the train 19.
  • the cargo spaces are raised by using the mechanism in the wheel sets, the support legs 8 are pulled out, the cargo space is lowered by the said mechanism to rest on the support legs, and the mechanism in the wheel set is pulled in completely, whereafter the bogies 2 or wheel-and-axle sets can be pulled as a line 6 along the track 3 from beneath the line 4 made up of the cargo spaces.
  • the said raising and lowering mechanisms and the locking means may be located in the bogies 2 themselves or in the bar structures 9 interconnecting them, which will be described later.
  • the support legs are located preferably not only on the sides 5a and 5b of the:cargo space but also at a substantial distance from each other, for example close to each end 7a and 7b of the cargo space.
  • the raising of the cargo spaces off the bogies 2 and wheel-and-axle sets may also be carried out by using fixed raising and lowering means which are arranged at railway stations, harbours or factories on either side of the track 3 and keep the cargo space at the said distance above the track.
  • These means may be, for example, hydraulic or pneumatic bars or grippers which raise the cargo spaces by their edges in order to provide moving space for the line 6 of bogies or wheel-and-axle sets.
  • this fixed apparatus functions fully analogously to the cargo-space support legs and hoisting mechanism described above.
  • FIG. 2 depicts one relatively easily implemented embodiment according to the invention.
  • the bogies 2 are transferred to and from beneath the cargo spaces in a line in which always two successive bogies are interconnected by a rigid loadbearing bar structure 9, which will receive any longitudinal forces acting during the travel of the train.
  • a pair of bogies 2 and the bar structure 9 interconnecting them always form a wagon chassis 10 having approximately the length of a cargo space, which wagon chassis is according to the invention pushed to beneath the cargo space 1 along the track 3.
  • These wagon chassis 10 for their part are interconnected by coupling members 11 allowing resilience and changes of direction, in order to form a line of separate wagon chassis.
  • These coupling members 11 may per se be of any known type normally used for interconnecting railway wagons.
  • wheel-and-axle sets can be used instead of bogies, or when the construction is designed for very large loads, it is possible to use only one bogie in the middle of a wagon chassis 10 and to interconnect these single-bogied wagon chassis by means of a corresponding bar structure 9 to form a line of wagon chassis.
  • the bogie itself may, of course, include either the normal two pairs of wheels, or three pairs of wheels, or as many as four pairs of wheels, for example according to the required load capacity.
  • the rigid bar structures 9 must be interconnected in an articulated manner so that the bar structure and the cargo space 1 secured to it can turn relative to the bogie when the train is travelling on the track 3.
  • the bar structure 9 can be arranged to include pneumatic and/or hydraulic tubing and electric cabling for the transfer, within the train 19, of signals and energy required by shunting-yard activity and the travel of the train.
  • the cargo spaces 1 are not required to include other control elements than the support legs 8, and they need not withstand the longitudinal forces generated by the travel of the train, since the bar structure 9 will carry those forces.
  • Figure 3 depicts another embodiment of the invention for transferring the bogies 2 to and from beneath a line 4 of cargo spaces.
  • two successive bogies 2 are always interconnected by a chain 12 or the like which withstands the kinetic resistances of the bogies during a push and at the same time is self-bearing.
  • Each bogie additionally comprises a reel 13 onto which this chain can be wound and a motor which drives the said reel 13.
  • there are two bogies for each cargo space 1 and they are intended to be positioned in the region of each end 7a and 7b of the cargo space.
  • the bogies mounted under successive cargo spaces are interconnected by resilient coupling members 11 allowing changes of direction.
  • each bogie In the event that only one bogie (not shown in the figures) is placed in the region of the interconnection between the ends 7a and 7b of cargo spaces and, if one chain reel per bogie is used, the reel must, of course, have the entire required length of chain.
  • each bogie In the method described above, in which each reel has only half of the required length of chain, each bogie must have for this embodiment two chain reels, one at end of the bogie, in which case the chains can be connected end-to-end, whereby the required maximum length between the bogies is obtained.
  • the chains 12 may include pneumatic and/or hydraulic tubing and electric cabling for the transfer of signals and energy in a line of bogies both during the dismantling of the bogies and during the travel of the train.
  • the construction of such a chain 12, which can be wound onto a reel and nevertheless withstand a considerable thrust without buckling, is not described in greater detail in the present application.
  • the cargo spaces 1 are required to withstand not only the stresses caused by their own load but also forces caused in the direction of the track 3 by the travel of the train, in order that these forces will not stress the chain and break it.
  • Figure 4 depicts a construction of a type otherwise similar but equipped with a passive reeling mechanism and chain. Therein the operation otherwise corresponds to that described above except that a traction mechanism 16, separate from the bogies, is used, which mechanism may be a fixed winch at the end of the track 3 in the shunting yard, a shunting engine, or some other traction mechanism.
  • a traction mechanism 16 separate from the bogies
  • the pulling of the bogies is started from one end of the line 4 of cargo spaces; in the case of Figure 4 this is the end on the left-hand side.
  • the bogies 2 are close together at the end of the line of cargo spaces, and the bogie closest to the wheelless portion of cargo spaces is connected via beneath the cargo spaces, for example by a wire rope 19, to the traction mechanism 16.
  • the traction mechanism When the traction mechanism is activated, the bogies 2 will move towards it while the chain 14 unwinds from the reels 15.
  • the chain 14 In this arrangement it is necessary for the chain 14 to withstand only the forces generated by the pulling of the bogies, and the bogies are not required to have motors for unwinding the chain from the reels.
  • the bogies When the bogies are pulled in the manner described above, they will space out over the entire length of the line 4 of cargo spaces, and they will be positioned, in a manner not described in this application, at the desired points of the cargo spaces.
  • each bogie has two chain reels
  • each reel may have only one-half of the chain length required.
  • the frame of the cargo space 1 must be reinforced to withstand, in addition to vertical loads, also the longitudinal forces acting during the travel of the train.
  • the frame of the cargo space 1 must be reinforced to withstand, in addition to vertical loads, also the longitudinal forces acting during the travel of the train.
  • the length of the unwound chain 12 and 14 corresponds to the length of the cargo space 1 so that, when one bogie is used for each end of the cargo space, the length of the chain may be somewhat shorter and, when one bogie is used for each interconnection between two successive cargo spaces, the required chain length is somewhat greater.
  • the chain 12, 14 is in its unwound state during travel and is located beneath the cargo space.
  • the arrangement of the bogies and their reels of chain must be such that that structural part of the bogie to which the cargo space 1 is locked is functionally so connected to the chain-reeling device that they turn simultaneously. They may be constructed, for example, within the same frame, which is then swivel-mounted to the bogie frame. Thus the cargo space and the chain with its reel will remain stationary in relation to each other, and the bogie frame will move relative to them in connection with travel at curves and other changes of direction.
  • this construction is not described in greater detail in this application, and it can also be solved in many other ways.
  • the chains 12, 14 with their reeling devices 13, 15 may, of course, be articulated relative to the bogies even in some other manner which maintains them parallel to the cargo spaces 1 and immobile over the length of the interconnected chains of two successive bogies.
  • one possible method for passing a line 6 of bogies to beneath a line 4 of cargo spaces is that the bogies or wheel-and-axle sets have drive motors, and by remote control of these motors the line of bogies will move automotively into place beneath the cargo spaces.
  • Such a motor may be of relatively small power, and it is disengaged for the duration of the travel of the train.
  • the bogies or wheel-and-axle sets may include means for connecting them in succession close together into a compact line 17, as shown in Figure 5. In this case the plurality of bogies can be transported from one place of use to another as a remarkably short train.
  • the bogies may include fastening means or the like for supporting the bar structures 9 forming the wagon chassis or the cargo-space frames 18, and for fastening them on top of such a short bogie train 17.
  • Such a compact bogie train 17 is easy to transport separately or as an extension of a conventional train, without exceeding the greatest permitted train length. If the use of the cargo spaces in several countries and both on rails and on road is considered, the requirement will be a relatively narrow cargo space, or at least a relatively narrow cargo-space frame 18. Therefore, in many cases, in order to obtain the gauge matching the railway track 3, it is advantageous to form the bogies or wheel-and-axle sets by using inside-mounted bearings, thus allowing them to pass between the support legs 8 of the cargo spaces.
  • a bogie according to the patent FI-82424 can be used.
  • the cargo spaces 1 themselves may at their minimum be made up only of the cargo-space frame 18, which includes, depending on the wheel or bogie system, a flatbed either bearing vertical loads or also withstanding the longitudinal loads of travel on rail, and support legs.
  • a cargo space 1 is shown in Figures 2-6.
  • the cargo space may include, connected to such a frame 18, either detachable or fixed structures such as support bars, sides, or other structural parts for carrying cargo of the desired type.
  • the cargo space 1 may also be made similar to a container, as depicted in Figure 1, in which case the structure may be designed for parcelled goods, bulk goods, liquids, or other goods.
  • cargo spaces may comprise fastening means and/or gripping means by mediation of which the cargo spaces can be gripped by trucks, spider cranes, hoists, or in other ways in order to raise the cargo spaces and to transfer them into or out of ships or in storages or elsewhere.
  • the cargo-space line can be converted by an analogous method into separate cargo spaces suitable for road transport.
  • a line of unattached wheel bogies 20 suitable for travel on road is pushed, in a manner not shown in the figures but analogous to the rail bogies 2, to beneath the line of cargo spaces, at least one wheel bogie per each cargo space 1.
  • Each wheel bogie 20 is positioned under one end of a cargo space. If one wheel bogie is used for each cargo space, it is positioned under only one end of the cargo space, but if two wheel bogies per cargo space are used, one bogie is positioned in the region of each end 7a and 7b.
  • semi-trailers are formed and in the second case trailers for hauling trucks.
  • a hauling truck is attached to the first cargo space at one end of the line 4 of cargo spaces, which hauling truck can pull the cargo space away and move normally on road.
  • the second hauling truck will grip the next cargo space and take it away, the third hauling truck will grip the third one, etc.
  • wheel bogies can, of course, be pushed to beneath the cargo spaces one at a time, but in any case this takes place in the longitudinal direction of the cargo space, via beneath the cargo space.
  • a line 4 of cargo spaces can be assembled from separate cargo spaces 1 on wheel bogies 20 in an order reverse to that described above.
  • cargo spaces 1 are reversed, one at a time, by using hauling trucks to form a line 4 of cargo spaces, and after the entire line has been formed or, alternatively, after the positioning of each separate cargo space, the wheel bogies 20 are pulled from beneath the cargo spaces in their longitudinal direction.
  • this line has thus been formed in the region of a railway track 3, in alignment with it, the rail bogies 2 or wheel-and-axle sets can be brought along the track 3 into the region of the cargo spaces and be secured to them in the manner described earlier in the present application.
  • auxiliary devices By these auxiliary devices, sufficient precision can be achieved for positioning the cargo spaces 1 in relation to the track 3 so that the bogies or wheel-and-axle sets will be able to pass beneath the cargo spaces.
  • the cargo spaces are then finally positioned in relation to the bogies or wheel-and-axle sets, in the manner described earlier in the present application, in connection with their being raised.
  • the structures interconnecting the bogies or wheel-and-axle sets are light in weight and enable the said compact line to be formed. Since the cargo spaces always bear all the vertical loads, these connecting structures are at maximum required to receive and carry mainly the longitudinal forces effective in the travel of the train, as described above. If the cargo spaces are reinforced to carry even these forces, the connecting structures may be even lighter in weight, as described above. Thus the structures will have no extra, unnecessary weight or strength.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Container, Conveyance, Adherence, Positioning, Of Wafer (AREA)
  • Dicing (AREA)
  • Loading Or Unloading Of Vehicles (AREA)
  • Ship Loading And Unloading (AREA)
  • Handcart (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Mechanical Treatment Of Semiconductor (AREA)
  • Processing Of Stones Or Stones Resemblance Materials (AREA)
  • Crystals, And After-Treatments Of Crystals (AREA)
EP92309451A 1991-10-25 1992-10-16 Procédé et appareil de manutention de conteneurs Expired - Lifetime EP0539111B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI915055A FI90845C (fi) 1991-10-25 1991-10-25 Järjestelmä kuormatilojen joukon käsittelemiseksi
FI915055 1991-10-25

Publications (2)

Publication Number Publication Date
EP0539111A1 true EP0539111A1 (fr) 1993-04-28
EP0539111B1 EP0539111B1 (fr) 1997-05-02

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ID=8533367

Family Applications (1)

Application Number Title Priority Date Filing Date
EP92309451A Expired - Lifetime EP0539111B1 (fr) 1991-10-25 1992-10-16 Procédé et appareil de manutention de conteneurs

Country Status (4)

Country Link
EP (1) EP0539111B1 (fr)
AT (1) ATE152405T1 (fr)
DE (1) DE69219430T2 (fr)
FI (1) FI90845C (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2954930A1 (fr) * 2010-01-07 2011-07-08 Philippe Dolliou Module de base adapte pour former un train de fret ferroviaire.

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110482142B (zh) * 2019-07-18 2021-04-02 成都南方电子仪表有限公司 一种轨道车辆转向架转运输送装置

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1556697A1 (de) * 1968-02-16 1970-07-23 Vvb Baumechanisierung Dresden Vorrichtung und Verfahren zum Abfertigen,Be- und Entladen eines Behaelterzuges beliebiger Behaelterlaststufen sowie gleichzeitiger Lagerhaltung der Behaelter
US4665834A (en) * 1985-08-16 1987-05-19 Sea-Land Service Inc. Apparatus for intermodal transport of highway containers
CH666452A5 (en) * 1983-11-17 1988-07-29 Gutzwiller & Partner Superstructure transloading mechanism for rail truck - which has rotary centring cylindrical plates, coacting with hoist, coacting with fine centring mechanism
DE4020387A1 (de) * 1990-06-27 1991-08-08 Daimler Benz Ag Gueterwagen zur bildung eines schienengebundenen gueterzuges fuer den kombinierten gueterverkehr schiene/strasse

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1556697A1 (de) * 1968-02-16 1970-07-23 Vvb Baumechanisierung Dresden Vorrichtung und Verfahren zum Abfertigen,Be- und Entladen eines Behaelterzuges beliebiger Behaelterlaststufen sowie gleichzeitiger Lagerhaltung der Behaelter
CH666452A5 (en) * 1983-11-17 1988-07-29 Gutzwiller & Partner Superstructure transloading mechanism for rail truck - which has rotary centring cylindrical plates, coacting with hoist, coacting with fine centring mechanism
US4665834A (en) * 1985-08-16 1987-05-19 Sea-Land Service Inc. Apparatus for intermodal transport of highway containers
DE4020387A1 (de) * 1990-06-27 1991-08-08 Daimler Benz Ag Gueterwagen zur bildung eines schienengebundenen gueterzuges fuer den kombinierten gueterverkehr schiene/strasse

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2954930A1 (fr) * 2010-01-07 2011-07-08 Philippe Dolliou Module de base adapte pour former un train de fret ferroviaire.

Also Published As

Publication number Publication date
DE69219430D1 (de) 1997-06-05
FI915055A0 (fi) 1991-10-25
FI915055A (fi) 1993-04-26
DE69219430T2 (de) 1997-10-09
FI90845C (fi) 1994-04-11
EP0539111B1 (fr) 1997-05-02
FI90845B (fi) 1993-12-31
ATE152405T1 (de) 1997-05-15

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