EP0587857A1 - Wagon with lowest self-carrying revolving platform; hydraulic hoist bridge - Google Patents

Abstract

A new wagon for all Alpine lines makes it possible to transport semi-trailers 4 meters high. It is the first fully automatic wagon in the world with the lowest freestanding turntable in existence. The turntable can go up and down vertically and, in its highest position, can be rotated 40 degrees on a horizontal plane by means of a hydraulic lifting bridge mounted under the wagon between the rails, on which a turntable rests electric / hydraulic. We can quickly unload and load semi-trailers, motor vehicles with trailers, as well as tank cars and tank semi-trailers, on docks of the same height as the turntable located to the left and right of the way.

Description

 Waggon - with the lowest self-supporting revolving stage; hydraulic lift bridge

THE FIRST FULLY AUTOMATIC OPERATING WAGON IN THE WORLD WITH THE LOWEST SELF-SUPPORTING LATHE. WHICH VERTICAL IS MOVABLE UP AND DOWN, AND IN ITS HIGHEST STAND, BY MEANS OF A HYDRAULIC LIFTING BRIDGE. WHICH UNDER THE WAGGONS BETWEEN THE RAILS IS BUILT AND WHAT ELECTRICALLY / HYDRAULICALLY ROTATES PLATFORM RESTING, HORIZONTAL 40 DEGREES, FOR FAST DELETING AND LOADING OF SEMI-TRAILER, MOTOR VEHICLE AND ATTACHMENT HIGH RAMPS, LEFT AND RIGHT OF THE MAIN RAILWAYS

This operation is carried out by means of a computer-controlled system from a control tower to the terminals / ramps.

The inventor of this wagon can call himself a well-known inventor of combined path / rail ro-ro transport systems. He also knows the practical, economic, technical, financial and logical aspects of all transport systems from his experience with regard to the entire transport of goods by road and rail.

Just as well, because over the years he has spoken to many wagon builders about combi wagons, during this period he received a lot of technical knowledge regarding the combined way / rail freight transport in Europe. He concluded that none of the previous systems / wagons are suitable.

Even today's systems / wagons are not optimal and cannot / never contain the goods flow over the route, or take over.

REPLACEMENT LEAF In addition, these systems / wagons cannot delete and load on the way and these trains / wagons are only suitable and worthwhile for distances over 700 kilometers.

Deleting and loading these trains takes far too long and is too cumbersome. It is not flexible and no longer belongs to this time. These trains must always be routed from under the electrical wire lines and to an extinguishing and charging point.

The inventor knows what is and is not possible to get a correctly and profitably combined route / rail transport system on the rail, or to develop what the European transport operators are primarily interested in, like the European railways, which European shipper and the European transport and milieu ministry.

He is of the opinion that the transit countries, such as Germany, Austria, Hungary and France, are interested in the fact that the goods are shipped by rail. Switzerland, where weight restrictions have been imposed for a long time, should also be interested in this.

Now all transit countries in Europe want to restrict transit traffic through combined transport, these countries should applaud the invented wagons and will build new wagons over a few years to hundreds and at the appropriate time to thousands of running conveyor belts in many wagon factories Europe and out there. The same was true for the new terminals to be built in Europe, which are about 60 to 100 kilometers from the main railways.

This new transport system will ensure a cleaner world and more spacious highways, as well as a minimum of 80% fewer fatal accidents on the highways.

8. This will then be the first combined route / rail wagon, which is suitable for transporting the existing semi-trailers with air suspension through the Alpine tunnels.

9. There are some alpine tunnels that are suitable for 4 m high semitrailers with a corner height of 3,950 mm. This height for loaded semitrailers is then composed as follows:

a. Height free space loading profile 210 mm b. Height of largest / largest ripe / ripe 1,080 mm c. Thick rotating platform 8 mm d. Thick semi-trailer floor 50 mm e; High convertible top or cooling semi-trailers or containers 2,600 mm

Total height with a loaded semitrailer 3,948 mm

10. The heights reported under points 6, 7 and 9 also apply to motor vehicles with trailers, volume vehicles and tanker trailers.

According to the drawings below, numbered from 1 to 18, the inventor will briefly explain how this new combined path / rail transport system takes place in practice at that time / works for flatbed trailers, tanker trailers, refrigerated and freezer trailers, closed trailer trailers, Container semitrailers on four-axle wagons, such as motor vehicles with trailers, bulk wagons and swap bodies on two-axle wagons.

FIGURE 1

This is a perspective drawing of a top and side view of the rotating platform, which rests in its highest position on an electrically / hydraulically rotatable plateau, which is driven electrically by means of a shield with the coarsest arm. The same can also take place by means of two hydraulic cylinders which are mounted under the floor of the hydraulic lift bridge.

The self-supporting rotating platform hangs at 16 points in the Kiem plates. These gill plates are lashed to the inside of the chassis beams. There are two options for this suspension (see FIG. 1A).

When the self-supporting turntable is turned off at its highest point, the semitrailers can move away from it and the newly loaded semitrailers can move up there again within a few minutes.

As soon as the self-supporting rotating platform is rotated again in the axis of the wagon, it sinks down and the gill plates come with their uppermost point into the call holes, which are milled out in the upper edge of the self-supporting rotating platform.

This then sinks to its lowest point and clamps itself firmly against the wall at the lowest point, as a result of which - in the event of an impact - the frame of the wagon cannot deform.

FIGURE 1A

As already reported in Figure 1, the self-supporting rotating platform can be suspended in two ways; namely:

1. By means of gill plates, which are lashed onto the inside of the chassis beams from the wagon and with the pointed top fit into the Rieflocher, which are attached in the edge of the self-supporting rotating platform. When the self-supporting rotating platform rests / hangs on the lowest point in the frame of the wagon, it clamps itself to the wall in 16 places using a thick steel locking bar. We calculated that the breaking point of this lock / gill plates with locking bar has a minimum tensile strength / load capacity of 200 tons = 16 x 200 = 3,200 tons. As a result, the prescribed buffer pressure will be more than sufficient and the wagon will not / never deform. 2. Using 16 V-shaped heavy plates, which are also lashed to the inside of the chassis of the wagon; 16 KING PINNEN semitrailers fit here. These semitrailers KING PINNEN are attached to the self-supporting rotating platform, and probably 2 x 6 to the left and right side and 2 x 2 to the front and rear of the rotating platform. When the self-supporting rotating platform rests / hangs at its lowest point in the frame of the wagon, the wagon is clamped firmly to the wall at 16 points by means of self-closing gill hooks on semi-trailer bowls.

These KING PINNEN have a break of 250 tons each; ergo, the load and pulling force of this suspension is 16 x 250 tons = 4,000 tons of safety. As a result of this, the prescribed buffer pressure will be more than sufficient and the wagon will not / never deform.

FIGURE 1B

This is part of Figure 1 and Figure 1A. Here the inventor shows the attachment of the KING PIN bolt trailers, which are screwed to 16 points on the self-supporting rotating platform (5). These are original KING PIN bolts, which have a break of 250 tons, so that the self-supporting rotating platform can only break off with a weight of 16 x 250 tons - 4,000 tons.

This is of course absurd, because there is a maximum of 6 to 8 tons on the self-supporting rotating platform, namely an empty semitrailer of ± 7 to 8 tons. A loaded semi-trailer lies with the rear and the front over the bogies with a weight of 2 x 25 tons. As a result of this distribution of the weight, there are only three axles / wheels and tires of ± 3 to 4 tons and 2 front connectors of ± 2 tons on the self-supporting rotating platform; in total 5 a 6 tons. FIGURE 2

This is an enlargement of a rear view of the rotating platform, on which a semitrailer stands, and of the hydraulic lifting bridge in its highest position, as well as of the electrically / hydraulically rotatable plateau of the hydraulic lifting bridge and the long beams from the wagon to the rails.

FIGURE 3

This is an average of a prefabricated platform part, about what the revolving stage rotates.

FIGURE 4

This is a long average of the wagon and the hydraulic lift bridge at its highest level, as well as of the electrically / hydraulically rotatable plateau and of the complete precast platform parts.

FIGURE 5

This is an average of the wagon with the revolving platform, as well as of the hydraulic lift bridge in its lowest position, of the electrically / hydraulically rotatable plateau on the hydraulic lift bridge, of the semitrailer directly behind the KING PIN and of the finished track climbing parts of the ramp.

FIGURE 6

This is an average of the hydraulic lifting bridge in its highest position with the turned-out, electrically / hydraulically rotatable plateau, on which the rotating platform stands or lies / rests.

On this rotating platform there is a semitrailer on its front sockets and the partial rear wheels.

The turntable is turned 40 degrees by means of the electrically / hydraulically rotatable plateau drive from the hydraulic lifting bridge. FIGURE 7

This is a longitudinal average from the wagon to the rails and from the hydraulic lift bridge to the ramp.

The hydraulic lift bridge is in its highest position with an electrically / hydraulically rotatable plateau.

This rotatable plateau is electrically or hydraulically driven from the hydraulic lift bridge and rotates 40 degrees over the ramps to the left and to the right side, so that the front of the semitrailer comes over the left ramp.

The chauffeurs then put their semitrailers backwards under the semitrailer and drive the semitrailer off the rotating platform.

The semitrailers with their semitrailers waiting on the right side of the ramp drive their semitrailers onto the rotating platform and uncouple the semitrailers.

Then the turntable rotates again in the axis of the wagon by means of the electrically / hydraulically rotatable plateau and the hydraulic lift bridge sinks back to its lowest position, according to which the turntable hangs on the KING PINS so that the train can depart (see figures Nos. 14 to 18).

FIGURE 8

This is a top view of the wagon with a turntable, which stands at its highest point and is turned out over two equally high ramps to the left and right of the railroad.

As a result of this, the chauffeurs can drive their semitrailers under the semitrailers and drive them off the revolving platform to the left side of the train.

The newly-loaded semitrailers, which are set up on the right side of the track, can, as soon as the first-mentioned semitrailers have left the rotating platform, open and uncouple their semitrailers again. As a result, the loading and unloading of semitrailers is completed within a few minutes.

This is the fastest method for unloading and loading semitrailers, motor vehicles with trailers, volume vehicles and other vehicles without cranes and other lifting devices (see figures Nos. 14 to 18).

FIGURE 9

This is a top view of the revolving stage, which hangs from the wagon at 2 x 5 = 10 places on the IPE beam, and at 2 x 3 = 6 points at a front and rear container beam. So a total of 16 places.

Below this rotating platform is a dotted line indicating how far the rotating platform lies from the electrically / hydraulically rotatable plateau to the hydraulic lifting bridge; this is a total of 250 mm (see enlargement Figure 2).

The projecting part of the revolving stage is drawn over this revolving stage, which is turned 40 degrees there on the ramps to the left and right of the railway.

FIGURE 10

Here, only the position of the rotated turntable is designated, which is rotated 40 degrees over the left ramp and over the right ramp.

The electrically / hydraulically rotatable plateau, which is marked with dotted lines, has reached its highest point and is still in the axis of the wagon.

FIGURE 11

This is a side view of a loaded, cut semi-trailer, which is brought to its lowest position by means of the hydraulic lifting bridge.

This is a 49-foot semi-trailer and / or 49-foot container on a container chassis. The 49-foot satellite trailers and containers are already being churned up in America and will soon be released in Europe. The semitrailers are 49-feet x 30.3 cm = 1,484.7 cm long. So 14.85 m = almost 15 m and 2 m longer than today's 13 m semi-trailers in Europe.

The semitrailer, which is in the revolving stage, is loaded.

The vertically movable turntable hangs at the bottom on 2 heavy chassis beams from the wagon, which can be rotated at its highest point and sinks at its lowest point through V-shaped plates, is locked with 16 KING PIN hooks and, according to this, sits firmly against the wall with 16 KING PINS (semitrailer pin); see Figures 1A and IB.

The breaking point of this KING PIN (semi-trailer hitch pin) is only at 250 tons, so that the KING PINS can break off the rotating platform with a weight of 4,000 tons.

This is of course an absurd weight, because on this revolving platform, during the transport of a loaded semitrailer, there are only 12 or 6 tires and 2 front sockets with a total weight of ± 6 a 8 tons.

The electrically / hydraulically rotatable plateau is in its lowest position, so that the space between the plateau and the rotating platform is 210 mm; thus according to UlC regulations.

This semitrailer is driven off the turntable at the highest level via two ramps of the same height (see Fig. 12). The turntable is then rotated back into the axis of the wagon by means of the electrically / hydraulically rotatable plateau of the hydraulic lifting bridge.

The weight of the semitrailer (s) in question is distributed over the entire wagon. The revolving platform hangs in the middle of the wagon and only the tires and axles with a weight of ± 3 x 1 = 3 tons and two front supports of ± 2 x 1.5 = 3 tons stand on it; 6 tons total weight on the rotating platform. Furthermore, the semitrailer lies practically with its full weight, respectively over the bogies, namely 2 x 12 tons plus 1 3 tons under the KING PIN on the front and 2 x 13.5 tons on the rear. Ergo, the total weight of the semitrailer is 2 x 12 tons + 1 x 3 tons + 2 x 13.5 tons = 54 tons plus the pressure / weight of the tires, axles and front supports of 6 tons, is a total of 60 tons .

This loading method is carefully designed to put as little strain as possible on the rotating platform that hangs on the frame of the wagon. To keep the rotating platform as light as possible.

FIGURE 12

This semi-trailer stands on the ground level from the terminals and can be turned out. This can be done in two ways:

The first is the simplest; and probably manual operation by the chauffeur from the semitrailer, using the switch box on the terminals (see right below).

At the time, when several tens of semitrailers had to be lifted and loaded onto the terminals every day, this was done from the control tower and the chauffeur did not have to leave his cabin.

The lifting of the electrically / hydraulically rotatable plateau against the rotating platform takes ± 1 minute from the ramp.

When this reaches the underside of the rotating platform, the heavy work begins.

Using an extra large, double-working oil pump, the 3 high-pressure cylinders push the rotating platform with the fully loaded semi-trailer with a total weight of 60 tonnes (semi-trailer + load) up to its highest position within a few minutes.

Then push the wagons ± 40 mm out of the springs so that the electrically / hydraulically rotatable plateau on the hydraulic lifting bridge comes to the same level as the ramps. When this point is reached, the revolving platforms turn out and the semitrailers can be coupled and depart from the wagons, after which the newly loaded semitrailers drive back onto the revolving platforms (see Figures 14 to 18).

Deleting and loading 2 x 20 = 40 semitrailers and / or 2 x 30 = 60 semitrailers takes a maximum of 10 to 15 minutes, after which the train then leaves for another station or another terminal.

FIGURE 13

This is a first hydraulic buffer pressure bridge, which is necessary to print all wagons from a train with 20 or more wagons exactly to the right place via the hydraulic lift bridges, i.e. to clear the space between the buffers and the clutches.

Before a train stops, drive through it until the last wagon is about 5 to 10 m past the buffer printing bridge.

This bridge is then moved hydraulically from vertical to horizontal position and clamps firmly in a recess on the left side of the ramp.

As soon as this buffer pressure bridge is fixed, the signal jumps to green and the operator drives backwards about 5 to 10 m from the locomotive of the train and puts the whole train under a pressure of about 200 to 400 tons.

When this pressure comes in over the 400 tons, a red lamp flickers; then each wagon is in its correct place. This is also part of the invention.

The distance between the hydraulic lifting bridge and the free space in the middle of the wagon is about 20 cm on both sides, so that the hydraulic lifting bridge can be set hydraulically in the aisle without any problems. FIGURE 13

In order to save costs in the first right-hand move, only 10 hydraulic lifting bridges are built on a terminal of 20 wagons for the evenly numbered wagons and the train has to pull up a wagon to delete the odd-numbered wagons.

Of course, 2 buffer pressure bridges are then necessary for this.

This second buffer pressure bridge is 16 meters further (the length of a wagon); to be calculated from buffer to buffer.

In addition, there is the possibility of loading the first 10 wagons exclusively into the port before the end stations (for example Munich, Vienna or Budapest or other end terminals / stations) and loading the second 10 wagons exclusively before the intermediate terminals on the route.

If it turns out that the rhythm or flexibility disappears from this system, then hydraulic lifting bridges may have to be built over the entire length of the train, namely for 20 or 30 wagons.

In any case, the same terminal is still a few tens of millions of guilders cheaper than today's terminals for combined road / rail freight transport.

In addition, 82% more sales can be made on the terminals described above in one day without human material than on today's terminals.

Today's terminals are much larger in terms of infrastructure than the terminals that the inventor will use. These are compact without cranes, piggy packers, straddle carriers and semi-trailer trucks.

There are 5 "stand-by semitrailers" on the left and right side of the terminal. This is the case if there is a "pick-up semitrailer" or possibly a "delivery semitrailer" in the row. There are always enough semitrailers without semitrailers on the terminal, so that the train leaves completely and has no stop.

The chauffeurs from the semitrailer numbers 16, 17, 18 and 19 leave their engines on and drive backwards under the trailer with the air suspension in the lowest position.

As soon as the KING PINNEN shoot into the semitrailer couplings, they switch the air valve and the air bellows are energized, after which the semitrailers move off the rotating platform.

The chauffeurs of the loaded semitrailers with semitrailers numbers 20, 21, 22 and 23 start their engines and drive their semitrailers onto the rotating platforms.

The chauffeurs of the semitrailer numbers 20, 21, 22 and 23 let the air out of the air bellows and electrically couple their semitrailers from their cabin from the first-mentioned semitrailer. They drive away to couple a reloaded semitrailer somewhere or to couple an empty semitrailer and reload it.

In the control tower, with regard to these 4 compartments, green lights are burning to indicate that these 4 wagons are loaded again.

The flight manager presses 4 buttons again, whereupon the revolving stages turn back into the axis of the wagon. The turntable sinks again to the lowest point, namely 210 mm above the rail. The deleting and loading of the aforementioned semitrailer has a maximum of 6 a. Took 7 minutes.

FIGURE 18

This is a top view of a loaded train with a trailer and an empty terminal without a trailer, container, loading or unloading device etc.

The clock is at 10 minutes past 10 and it is clear from this that this train has been deleted, loaded and departed within 10 minutes.

SO SPEED ABOVE EVERYTHING There is no combined path / rail transport system in the world that can outdo this invention. Due to the above-mentioned speed, the flexibility and the simplicity of this system, the freight prices will be 20 to 30% cheaper than those of the current path and rail systems.

In order to recognize at the Nederlandse Octrooiraad, at the European Patent Office and at the World International Patent Organization in Geneva how important it is that the transport of goods is back on the way to the rail, the inventor reports the following.

This new transport system is both technically and economically possible, as discussed below.

For example; some trains leave Rotterdam at 7:00 p.m. and arrive in Budapest at 3:00 p.m., from which they depart again at 7:00 p.m.

The first trains on the first route from Rotterdam via Arnhem, Dusseldorf, Frankfurt, Nuremberg, Passau and Vienna to Budapest deleted and loaded on 10 intermediate semitrailers on the way.

On the second route from Rotterdam via Venlo, Cologne, Koblenz, Mannheim, Karlsruhe, Stuttgart, Munich, Salzburg and Vienna to Budapest, this train (s) deleted and loaded en route to 11 semitrailer intermediate terminals.

A train of 20, 25 or 30 wagons goes up and down 3 times a week from Rotterdam to Budapest vv; ± 3,000 km x 3 = 9,000 a week x 52 = 468,000 km annually. Gross yield = 468,000 km x Hfl 1.60 = Hfl 748,800.00 per wagon annually. A business plan shows that the annual return amounts to 12% across the entire organization.

All railways in Europe, as well as the important industrialized countries outside of Europe, are of great interest for the combined way / rail transport and will give preference to this invention.

Because today's existing systems are not appreciated by the transport company and the invention in question is entirely up to their wishes, the new wagon to be built is to be manufactured on the conveyor belt.

In order to protect our nature and to ensure a cleaner world, the 650,000 trucks over 20 tons that travel our routes in Europe every day should be reduced by at least 80%.

This number of 650,000 trucks will increase by approximately 35% within a few years, as a result of the entry of Europe, around 2005. It will soon be possible to count on 1,000,000.

If this new transport system is accepted all over Europe, a minimum of 2,000 wagons per year should be manufactured in 25 wagon factories in all countries of Europe. This is a total of 50,000 wagons annually.

Ergo, within 20 years, ± 1,000,000 Walda Ro-Ro wagons will travel all over Europe, Russia, Turkey, Poland, Czechoslovakia, Hungary, Romania and Bulgaria. In order to guarantee this entire production of 50,000 wagons, at least 25 small and large factories will have to work on it.

Today's piggyback wagons only travel an average of 1,500 km a week and are marginally rewarding over long distances between 700 and 1,500 km.

This little win by train is a result of the facts below:

The trains must always be uncoupled from the electric locomotives and driven to the immense terminals, which are usually full of containers, semi-trailers, container chassis, swap bodies, etc. etc., which are kept there for a few days or weeks. As a result of this you can no longer see the forest for the trees.

Only 2 a 3 gantry cranes, some piggy packers, a three-wheeled straddle carrier and some large and small lifting semitrailer trucks drive on these transhipment terrains. Furthermore, containers are often reloaded into smaller trucks on these terminals, with the result that they cannot process the daily flow of goods and are currently in rows in front of the terminals.

SUCH IT TAKES TIME AND MONEY

Our system is different; we unload and load the satellite trailers, motor vehicles with trailers, volume vehicles, tank trailers and container chassis with containers onto small terminals along the main railways. A train of 20, 25 or 30 wagons is deleted and loaded within 10 minutes. FIG. 18 shows that the train has left and that nothing, but then nothing, is on the terminal. The chauffeurs themselves operate the switch boxes created for this. There is also a second option; namely, on busy terminals, the chauffeurs can turn their semitrailers, ie the self-supporting revolving stage, from their cab using a distance control.

There is still a third possibility for the busy terminals; there the flight conductors do their work from the control tower. You then operate the lifting plateau and the self-supporting rotating platform.

As a result of this fully automatic operation and high speed / frequency and flexibility, the semitrailers of the arriving trains are deleted and loaded within 10 minutes, and the train travels to another station / terminal without using a crane , Piggy Packer etc

At the appropriate time, a man can unload 30 semi-trailers within 10 minutes and load them with a weight of 40 tons + 8 tons semi-trailers = 48 tons x 30 x 2 = 2,880 tons. THIS HAS NEVER BEEN FOUND IN THE WHOLE WORLD INTO TRANSPORT HISTORY.

Because this new transport system is run entirely by computers at the appropriate time, this brings a minimum of 30% advantage; one even expects 40%.

Ergo; Freight costs to the "minimum", additional highways (roads) and a cleaner world will be the success of this new transport system, which is also three times faster than today's combined transport and much cheaper. The inventor is convinced that it is only for the reasons mentioned above that this is an invention and the financing of the motorways has to be stopped. All receipts from motor vehicle tax and excises must also be plugged into the European railways.

Furthermore, the European countries still have to pay their own amount each year in order to finance the terminals together with investors. In addition, the European railways have to take the four-lane railways, the busiest routes

to lift.

In order to limit the transport of goods over the route in Europe, a minimum of 20,000 trains have to run every day. Divided by 24 hours, this means 834 trains that travel all over Europe.

It is five to twelve. Europe can no longer wait; one has to start now, as described above, to widen the railroads and, where necessary, to enlarge intersections, to build terminals along the main lines and to create computer-operated railways in a European context with the same current throughout Europe , so that the same locomotive can drive through from Rotterdam to Budapest, Ankara, the Polish / Russian border and the French / Spanish border in one trip without decoupling.

This is possible and necessary, because only then will we go towards a super Europe that can compete with America and Japan. Our KLM and other airlines in Europe are also helped by distributing their air freight across Europe. If you do not handle this transport rigorously, there will soon be rows within 10 years from Hengelo to Amsterdam and from Rotterdam to Cologne. Our paths to and from Rotterdam, Amsterdam and Schiphol get muddy.

As soon as Europe becomes a reality, the transport over the way increases by 40% within 10 years and suffocates our children and grandchildren in the gases which we now produce from the exhausts of the big truck.

In addition, it has been established that throughout Europe and America, more and more small soot particles remain in the atmosphere, which cause lung cancer. Local trucks, as we imagine, can be provided with catalysts.

As described above, this new invention is an improvement on the previous inventions.

In order to invent the lightest wagon in the world, where the semitrailer can also move up and down within 10 minutes, and for which a UIC tracking permit is to be obtained, the inventor took a lot of thought.

The inventor of this wagon, or rather of this new transport system, has been looking for the right solution for the combined way / rail freight transport that the European transport operators want for several years.

According to initiates, this invention is

THE RIGHT SYSTEM EASY AND EASY ON THE RAILS AND ON THE WAY During the past few years it has been shown that the combined route / rail transport requires more and more attention. Many prospective customers think about different systems, whereby mostly nothing comes out. This is because these systems are conceived by people who

Millions of Guldens have been lost.

The circumscribed wagon, which works together with a hydraulic lifting platform with a rotating platform, is currently the best and the lightest version, and is suitable for all road vehicles, as described above and below.

The transit countries Austria, Schweis, Germany and France will be extremely interested in this wagon or this new transport system.

In addition, the European transport companies will now be interested in loading their semitrailers, motor vehicles with trailers and volume vehicles, as well as tank and silo semitrailers, with these new private cars and terminals.

In order to make this new transport system work well, it should be managed by a European computer system and completely privatized.

Because the material requirement is one of the largest contaminants in the milieu, it will have to be quickly contained, as described above.

The motorways in Europe and out there are also getting fuller. The demand for goods on the way will increase by 40% between 1992 and 2010, as a result of the unification of the European market, as the NOB reports. As a result, the row problem should become immense.

It is now necessary to start with this new transport system, which system, in addition to the existing systems, is facing a good future.

The invention will be explained in more detail below with reference to the exemplary embodiments shown in the figures of the accompanying drawings.

FIGURE 1

This is a perspective drawing of a top view, a side view and an average of:

a) The lowest self-supporting revolving stage (5) in the world from a wagon for combined transport. b) A hydraulic lifting bridge (6) which can be moved vertically upwards and downwards, on which a slewing ring (8) rests. This turntable (8) is screwed with 48 bolts under the electrically / hydraulically rotatable plateau (8a). c) The electrically / hydraulically rotatable plateau (8a) and the apparatus mentioned under a) and b) are built at ground level next to and between the rails by means of prefabricated platform parts. The rails (3) are cast in the concrete from the prefabricated platform parts and are guaranteed for more than 100 years against all possible damage and wear.

The inventor reports the parts below, numbered from 1 to 15:

1. This is part of the chassis / frame of the wagon.

2A. This is one of the 16 conical clamping plates. 3. This is part of the rails, which are cast in the precast elements.

4. These are 8 rollers which are mounted under the electrically / hydraulically rotatable plateau.

5. This is the lowest self-supporting rotating platform on which a semitrailer stands (i.e. only the tires and the front supports of ± 6 tons) in its highest position in the ramp / terminal.

6. This is the hydraulic lifting bridge (14), which can be moved vertically up and down by approximately 1,150 mm. A turntable (8) is mounted on this lifting bridge, on which an electrically / hydraulically rotatable plateau (8a) rests. This electrically / hydraulically rotatable plateau (8a) presses against the self-supporting rotating platform (14) and pushes it a few millimeters above the wagon (1), as a result of which this self-supporting rotating platform (14) without any resistance via the two equally high ramps on the left and turns to the right of the railroad (3). Thereupon the semitrailers, which are transported on this, can leave the turntable within one minute and the newly loaded semitrailers can then move up again within the same time. Further descriptions of this system are reported in detail below.

7. This is the shield sprocket, which is driven electrically or hydraulically with the largest arm.

8. This is the slewing ring with an average of 2 meters, which has a breaking point of 180 tons.

8a. This is the electrically / hydraulically rotatable plateau which is bolted to the top of the slewing ring (8) with 48 bolts and nuts. As a result, the electrically / hydraulically rotatable plateau can be easily turned out with a weight of 60 to 70 tons. 9. These are 3 high-pressure cylinders with a lifting capacity of 30 tons = 3 x 30 tons is a total of 90 tons, which are mounted under the hydraulic lifting bridge. These 3 cylinders are necessary, namely; Semitrailer ± 8 tons + load 52 tons = 60 tons + weight of the wagon (from the springs) ± 10 tons = 70 tons. Total overcapacity is ± 20 tons.

10. These are the bogies of the wagon with large tires (920/940 mm), approved for speeds of up to 160 km an hour on certain rail routes.

11. These are the channel plates, in which the self-supporting revolving stage sinks and clamps itself firmly against the wall. These plates can also be replaced by 16 V-shaped clamping plates for 16 KING PIN bolts (see FIGS. 1A and IB), depending on what the railways (UIC) prescribe or wish for; see also Figures 2, 11 and 12.

12. This is also a trough plate, as mentioned under numbers 2, 2A, 2B and 11, and in figure 1A under number 2c, but this serves to clamp the conventional semitrailer firmly in a horizontal frame the KING PIN, which makes them stable against the wall.

13. This is a switch box on the ramp by wagon, which is first needed with an integrated switch for the deleting and loading of semitrailers, as described above.

14. This is the first lowest self-supporting rotating platform (5) in the world, which is only 8 mm thick and is 210 mm deep with a loaded semi-trailer and 250 mm OS with an empty semi-trailer.

15. These are the prefabricated platform parts that are guaranteed for 100 years. FIGURE 1A

Figure 1A is largely similar to Figure 1. The difference is that the self-supporting rotating stage (5) has a different suspension, namely:

1. The self-supporting rotating platform (5) in FIG. 1 hangs on 16 points on / in 16 clamping plates (2A) by means of 16 channel plates (2a) in the upper edge of the self-supporting rotating platform (5).

2. The self-supporting rotating stage (5) in FIG. 1A is attached to 16 V-shaped heavy plates (2B) which are lashed into the chassis beams (1) by means of 16 KING PINNEN semitrailers (2c); see figure IB at the same time.

FIGURE IB

This is part of Figure 1 and Figure 1A.

In this figure IB, the inventor of a semitrailer can see KING PIN bolts, which are screwed to the self-supporting rotating platform (5) at 16 points; see number 2c in Figure 1A. These are original KING PIN bolts, which have a break point at 250 tons, so that the self-supporting rotating platform can only break off with a weight of 16 x 250 tons = 4,000 tons.

Of course, this should never happen because at most 6 to 8 tons stand on this self-supporting rotating platform (5); see Figures 1 and 1A.

From FIG. 11 it can be seen that the complete semitrailer (1) rests on 6 positions (4, 6, 8, 19, 21 and 23) and the entire weight of the semitrailer (1) thus over the entire wagon (1A ) is distributed.

This is also part of the invention; ie a loaded semitrailer lies with the rear and the front over the bogies with a weight of 2 x 25 tons = 50 tons. As a result of this distribution of the weight on the self-supporting rotating platform (5) (see Figures 1 and 1A) only 3 axles with 6 tires is 3 tons (see Figure 11) with the numbers 9, 11 and 13 and the 2 front sockets with the numbers 18 is also ± 3 tons; in total only 6 to a maximum of 8 tons.

In order to get the wagon (la) with the self-supporting rotating platform (5) onto the rails (3) as easily as possible, the construction of the self-supporting rotating platform (5) is limited to the minimum weight and the total weight of the wagon should still be less than 15 tons. As a result, this is said to be the lightest four-axle wagon with a rotatable plateau for the combined path / rail freight transport into the world.

- Further hair-small discussion is not necessary for this figure IB, because the same numbering is already mentioned in Figure 8B (see Figure 8B).

FIGURE 2

This is an enlargement of a rear view average of the lowest self-supporting rotating platform (5) on which a semitrailer (4) stands and of the hydraulic lifting bridge (3) in its highest position.

At the same time, this is an average of the frame of the wagon (1) and one of the 16 conical clamping plates (2a).

Furthermore, this is an average of the electrically / hydraulically rotatable plateau (6) with a front view of the shield gear (7), the built-in spherical ring (8), the built-in special rail (9) and one of the 8 rollers (10).

FIGURE 3

This is an average of a prefabricated platform part (1 and 2), above or in which the rotating platform (5) rotates. Steel plates (3) with countersunk Allen bolts are fastened / mounted in these prefabricated web parts for the possible fluting of the rolls (10), as reported in FIG. 2.

FIGURE 4

This is a longitudinal section of the wagon (1) and of the hydraulic lift bridge (14) in its highest position, as well as of the electrically / hydraulically rotatable plateau (6).

At the same time, this is a side view of the 3 hydraulic cylinders (9), of the prefabricated platform part (15) and of the rails (3).

FIGURE 5

This is a cross section of a semi-trailer (1) and the lowest self-supporting rotating platform (5), on which there is a semi-trailer (1).

The lowest self-supporting revolving stage (5) stands in the axis of the wagon in its lowest position, i.e. the hydraulic lifting bridge (18a) is the same as the IPE beam (20). The hydraulic cylinders (12) are also in their lowest position.

The wagon (9) stands with its 8 tires on the rails (17), which are sunk into the electrically / hydraulically rotatable plateau (18), which is electrically driven by the motor (11) via the shield gear (19).

The plateau can also be driven by 2 hydraulic cylinders which are mounted under the plateau.

These cylinders are not visible and therefore not numbered.

A loaded semitrailer (1) stands on the wagon (9) so that the wagon (9) or the entire train can depart.

On Pagina 4 of this patent the correct mass is reported, which are necessary for the transport of 4 meter high semi-trailers through the alpine tunnels in relation to the free space profile.

15. This is an exhaust valve and at the same time a high pressure regulator. This serves to shut off the hydraulic lift bridge if the loaded semitrailer is too heavy.

16. This is the lowest prefabricated platform part, which is made with reinforced concrete. The manufacturer guarantees this prefabricated sheet section against breakage for 100 to 150 years, provided that the prefabricated sheet sections are laid on a correct surface (i.e. on a layer of sand or gravel) and the reinforced concrete iron is at least 10 cm from the concrete edge; such with regard to concrete rot. Should a prefabricated part rise within the above-mentioned period break, then this will be renewed by the supplier.

21. This is the triangular container bar, which is opened vertically, now the train leaves.

FIGURE 16

This is a side view of a semi-trailer (2) which stands on the self-supporting rotating platform (22) and is rotated 40 degrees from the axis of the wagon (10) over the steel plates (19a) from the ramp (19). .

The electrically / hydraulically rotatable plateau (16c) is brought to its highest level, from its lowest level (see FIG. 5), through the three high-pressure cylinders (16), by means of a hydraulic lifting bridge (16a).

This hydraulic lifting bridge (16a) automatically stops at the correct height by means of a stop block (8a), on which, or at what point, an integrated switch (8) is mounted.

This integrated switch (8) has several operating functions, namely:

1. The stopping of the electrically / hydraulically rotatable lifting platform (16c). 2. Serve the electric motors from the triangular container edges (21) for each wagon (10), which are fastened with hinges to the steel plates (19a).

3. The operation of the electric motors (12) with gears (12a), which engage in the spider gears (12b), as a result of which the electrically / hydraulically rotatable plateau rotates 40 degrees over the ramp and then with a push of a button on the control box (13) (see Figure 1) turns again in the axis of the wagon.

These galvanized steel plates (19a) are fastened with Allen bolts; i.e. the nuts are cast during the production of the precast platform parts (19), respectively anchored in the concrete.

When these triangular container edges (21), which have two levels (the first level is vertical and the second level is horizontal), are rotated to the horizontal level by means of the electric motor, the width of the ramp is completely filled.

That the channel on both sides of the wagon (10) is very tight with respect to the free space according to UlC regulations up to a few centimeters.

As a result, the rollers (6, 13 and 14), four of which are mounted at the front and four at the back under the electrically / hydraulically rotatable plateau (16c), can be easily moved over the hydraulic lifting bridge (16a), over the chassis beams (10) from the wagon (10) and roll over the first-mentioned steel plates (19a), which are fastened to the prefabricated platform parts (19) with Allen bolts.

The resistance for turning out the self-supporting rotating platform (22) is therefore limited to the minimum, so that at that time the new 49-foot semi-trailer / container with a gross weight of 60 tons was easily removed and loaded from this wagon (10) within a few minutes can be. As soon as the triangular container edges (21) lie in the horizontal position and thereby the crack / trough between the ramp (19) and the wagon (10) joins up to a few millimeters, the integrated switch switches over to the electric motor (12) and engages the gear (12a) in the shield ring gear (12b).

As a result, as already reported earlier, the self-supporting rotating stage (22) rotates 40 degrees over the steel plates (19a) from the ramp (19).

The semitrailers (2) then protrude 3.5 meters over the left ramp (19) and also 3.5 meters over the right ramp.

The chauffeurs of the loose articulated lorries (6, 7, 8 and 9) (see figures 14, 15, 16, 17 and 18) standing on the left side of the railroad, put their articulated lorries (6, 7, 8 and 9 ) under the semitrailer, couple them by means of the automatic couplings, and move the loaded semitrailer from the self-supporting rotating platform (22).

The chauffeurs, who are set up on the ramp with the newly loaded semitrailers and semitrailers on the right side of the railroad, drive these newly loaded semitrailers (17a, 17b, 17c and 17d) (see FIGS. 14, 15, 16, 17 and 18) again on the self-supporting rotating platform (22) and this rotates, as above. circumscribed, again by means of the integrated switch in the axis of the wagon (10).

The first-mentioned hydraulic lifting bridge (16a) then drops by means of the integrated switches, so that the self-supporting rotating platform (22) with its 16 clamping brackets (2) via 16 clamping plates (2a) (see FIG. 1) is wall-mounted in the chassis (1). from the wagon (10) sits, cq hangs firmly between the chassis beams from the wagon (10).

The hydraulic lift bridge (16a) then drops with the electrically / hydraulically rotatable plateau (16c) to the lowest point, so that the rail connection (5) is complete again and the train can depart. The deleting and loading of semitrailers from these trains, ie the up and down of semitrailers, as described above, costs 8 minutes of work for a man (the chauffeur of the semitrailer in question) per wagon, or at the time by a man in the control tower .

For trains of 30 wagons, 30 semitrailers depart and 30 semitrailers open again. So, 60 semi-trailers.

In the early stages this was done by 60 chauffeurs and at the time by a man from the control tower.

Each semi-trailer weighs 60 tons gross; i.e. Unload and load 3600 tons without gantry cranes, piggy packers or other extinguishing and charger within 8 minutes. There has never been anything like this in the entire transport world, even with bulky loads.

The following numbers from FIG. 6, or parts of this invention, are reported in the above text:

1. These are the front sockets of the semitrailer.

2. This is the semitrailer.

3. This is the chassis of the semitrailer.

4. These are the tires from the semi-trailer.

5. These are the sunken rails in the electrically / hydraulically rotatable plateau on the hydraulic lift bridge.

6. These are the two right front rollers.

7. These are the sunken rails (see point 5).

8. This is an integrated switch.

8a, This is a stop block. 17. This is a high-pressure line from the oil pump to the high-pressure cylinder, which is insulated with an electrical spiral against a temperature of 40 degrees below zero.

18. This is a steel wall, between which the hydraulic lift bridge is guided vertically upwards and downwards.

19. This is the top part of the finished platform.

19a. These are the steel plates which are attached to the prefabricated platform part for two reasons:

• le) to limit the resistance during the turning in and out of the self-supporting rotating platform to the minimum; 2e) to prevent the rolls from fluting into the ramp.

20. These are the IPE beams, which serve as reinforcement for the installation in the ramp.

21. These are the triangular container beams, which have two stands. The first position is the vertical position to drive the train through another ramp and not to exceed the UIC limit. The second stand is the horizontal stand with the intention of rotating the self-supporting rotating platform without any problems, ie that there is no crack / channel between the ramp and the wagon. These triangular container edges are necessary so that the trains do not cross the UIC limit when entering and leaving the trains. These container edges lie vertically on the ramp upon arrival and departure from the train, and during the unloading and loading of the semitrailers from and on the wagon between the terminal and the wagon (see FIG. 5) in order to close the crack / gutter bridge. 22. This is the lowest, the lightest and the thinnest self-supporting rotating platform, which does not yet exist in the whole world and is also not yet thought out in favor of the combined way / rail / semitrailer transport and the transport of motor vehicles with trailers, Volumewa¬ gens etc. For the reason described above, this new system is an invention.

FIGURE 7

This is a longitudinal section of the rail (1), of the prefabricated platform part (2), of the bogies (3), of the wagon (4) and of the electrically / hydraulically rotatable plateau (5), as well as of the hydraulic lifting bridge (6).

Furthermore, the dotted lines (7) on the bottom part of the wagon (4) indicate the location where the lowest self-supporting revolving stage (7A) hangs; 1er 250 mm OS and loading 210 mm OS.

This lowest self-supporting rotating platform (7) is also marked on the electrically / hydraulically rotatable plateau (5) below 7A.

The place where the three cylinders (9) are in the finished platform platform (8) is reinforced with concrete iron to accommodate the total weight of 90 tons.

A secure switch box (10) is built on the ramp (11), which only serves until the ramp or terminal is running at full speed. Afterwards, these boxes go out and all operations, such as loading and unloading, are guided / controlled from a control tower (not yet numbered).

FIGURE 8

This is a top view of the wagon (1) with a self-supporting rotating platform (6), which is now in its highest position, ie in the middle of the wagon (1) and on the left and right side of the railroad (8 ) on the ramp (16). This self-supporting rotating platform (6) is rotated 40 degrees from its axis, as a result of which the semitrailers and other vehicles can move down to the left side and the newly loaded semitrailers can move up to the right side of the ramp.

There are two possibilities for hanging the first self-supporting rotating platform (6) into the chassis (1) of the wagon (1), namely:

1. This possibility is described in Figure 1 and this suspension is as follows: there are 16 clamping plates (2A) to the chassis (1) of the wagon (1) in the very top of the self-supporting rotating platform (6) milled (see enlargement Figure 8A).

2. This possibility is circumscribed in Figure 1A and this suspension is as follows: 16 V-plates (2B) are lashed to the chassis (1) from the wagon (1) and there are 16 KING PIN bolts on the standing edge of the self-supporting turntable (6) screwed tight with bolts or possibly lashed to the upstanding sides of the self-supporting turntable (see enlargement Figure 8B).

The first-mentioned V-plates (2B) lie the other way around than the clamping plates, mentioned in figure 1 under number 2A.

These V-plates (2B) lie with the opening upwards, so that the KING PIN bolts, as soon as the self-supporting rotating platform (6) sinks between the chassis beams from the wagon (1), automatically clamps them in place using a coupling hook, which is mounted behind the V-plates (2B) (see enlargement Figure 8B).

On top of the hydraulic lift bridge is mounted a spherical ring (3), which is again mounted on the electrically / hydraulically rotatable plateau (5) with 48 bolts and nuts, so that it forms a whole.

This construction has been tried and tested and has a breaking point of 250 tons. The largest weight required by this slewing ring is 90 tons. Ergo, there is an excess capacity of 160 tons. In order to make the wagon (1) comply with the UlC regulations with regard to the buffer pressure / buffer force, the frame has two reinforcing bars (4 and 11) directly behind the bogies at the front and rear.

At the same time, a properly shaped revolving platform will be urgently needed to fully absorb the buffer pressure. This self-supporting rotating platform must have the same strength as the crossbars in the wagons.

For the operation of the hydraulic lift bridge and the electrically / hydraulically rotatable plateau, two switch boxes (7) are temporarily attached to the ramp on both sides, which are operated firstly by the driver and at the time from the control tower.

There are special buffers (9) for these wagons / trains, which were 170 km an hour at the time. Such to lurch and vibrate at high speeds in advance. The course and location of these wagons is really being tested.

The bogies (10) must also be of very good quality and must not vibrate at high speeds. For these trains, special locomotives have to come in order to be able to reach a speed of 170 km an hour in a short time with ± 2,000 tons per train.

The electrically / hydraulically rotatable plateau (5) has to be built / manufactured well because it has to bridge the extreme resistances. If the number of rolls from FIG. 8 with the numbers 12, 13, 14 and 15 is sufficient for the prototypes, then this is good.

If not, then more rollers are required under the electrically / hydraulically rotatable plateau.

FIGURE 8A

This is an enlargement of the self-supporting rotating platform (2), in which channels are milled in the upper angle edge (1). The 16 clamping plates (12) fit into it. If the self-supporting rotating platform (2) sinks downwards according to the vertical line, it comes over the pointed clamping plates (12); see also Figure 1 / 2A.

The self-supporting rotating platform (2) sinks to its lowest point on the corner edge of the chassis beams (11), so that the self-supporting rotating platform (2) hangs firmly in 2 x 5 gutter holes on the left and right corner edges and on the head ends in front and behind in 2 x 3 gutter holes, which are lashed onto the 3 supporting beams (10) in the self-supporting rotating platform (2); see Figure 8.

These 3 supporting beams (1) ensure that the self-supporting revolving stage (2) has the required strength and consequently the buffer pressure of the entire wagon (1) is guaranteed.

The fastening plates (2A) are also shown in this FIG. 8A.

The parts below are also shown in FIG. 8A:

3. This is the electrically / hydraulically rotatable plateau.

4. These are the 8 steel rollers, which are mounted under this electrically / hydraulically rotatable plateau (.3).

5. These are the 4 turn-out corner plates for bridging the 8 steel rollers (4) when the self-supporting rotating platform (2) turns over the ramps to the left and right of the track.

6 + 7. This is the hydraulic lift bridge (see Figures 11 and 12).

8. These are the tires from the semi-trailer (see Figures 11 and 12). 9. This is also a bridging plate for the 8 steel idlers (4).

10. These are the 2 reinforcement beams for the self-supporting rotating platform (2), which are necessary to construct a rotating platform of a steel plate of 5 to 8 mm that is as easy as possible.

11. This is one of the Langstragers from the wagon, 0 which are pressed into this profile.

12. These are the clamping plates, which are lashed into the frame; a total of 2 x 5 = 10 pieces. Furthermore, 2 x 3 small clamping plates are lashed onto the two outermost ends 5 of the reinforcement bar.

13. This is the self-supporting rotating platform, pressed from a plate of 8 x 4 meters.

d The inventor assumed that this self-supporting revolving stage had to be built as light and thin as possible so as not to fall apart from the UlC profiles with regard to the Alpine tunnels.

We calculated that this wagon (see previous figures) 5 is the only one, the lightest and the lowest wagon to be able to transport all vehicles that are currently crossing the route through the Alpine tunnels.

There will be a new period in combined road / rail transport.

Today's existing wagons for the station wagon

Traffic should no longer be built and the immense terminals in the Netherlands, Germany, Austria,

Italy and France should only be used 5 for slow transport (ie for loads that are in no hurry). Express shipments by container, which are delivered overseas, are to be placed on a semitrailer chassis from the port (eg to Italy) and are also to be transported with the above-mentioned combination wagons, as are the express shipments to other locations in Europe.

A transport company survey has shown that there is great interest in this new transport system.

FIGURE 8B

This is also an enlargement of the self-supporting rotating stage (2), which consists of a plate of 8 meters long, 4 meters wide and 5 mm. is pressed thick. This creates spacious arches on both sides, which are attached to the upstanding edges with 2 x 5 KING PINNEN (1).

This turntable is 2,700 mm wide and 8,000 mm. long.

The self-supporting rotating platform (2) lies on the electrically / hydraulically rotatable platform (3), below which 8 heavy rollers (4) are mounted.

In the middle of the first electrically / hydraulically rotatable plateau (3) there is a spherical ring (see FIG. 8, number 3). This spherical ring (6) is reattached to a hydraulic lifting bridge (7).

A semi-trailer stands on the self-supporting rotating platform (2); see tire (8).

A bridging support (5) is also attached to the hydraulic lift bridge, over which the first-mentioned steel rollers (4) roll.

These then roll over the upper flange (10) of the chassis beams and then again over the bridging supports (9 and 9A), which are attached to the steel plates of the special ramp (14).

With the help of this electrically / hydraulically rotatable plateau, the first self-supporting rotating platform (2) rotates 40 degrees over the special ramp. The 16 clamping plates (12) have a V-shaped access. As soon as the self-supporting rotating platform (2) sinks, the 16 KING PINNEN slide into these clamping plates and automatically clamp themselves firmly at the lowest point.

In order to form a strong chassis, an additional plate (11) is attached to the outside of the chassis beams.

A support / reinforcement plate (13) is also fitted over the entire length of the arcuate rotating platform.

FIGURE 9 + 9C

This is also a top view of the wagon (1) with the self-supporting rotating platform (6), which is now in the axis of the wagon.

FIG. 8 shows that the self-supporting rotating platform (6) is turned out via the two ramps of the same height to the left and right of the railway, which is now shown in FIG. 9 with dotted lines.

The numbering of the relevant lower parts, as well as the function thereof, is very similar to Figure 8, and is described as follows:

1. This is a familiar flat wagon

2a + 2c. These are the 16 gutter holes, respectively the 16 KING PIN bolts, and circumscribed in Figures 8A and 8B.

3. This is the slewing ring,

4. This is the foremost reinforcement bar between the two long beams / chassis beams from the wagon, to which the self-supporting rotating platform (6) is attached at 3 points, and circumscribed in FIG. 8. 5. This is the electrically / hydraulically rotatable plateau.

6. This is the self-supporting rotating stage.

7. These are the 2 switch boxes to the left and right of the railroad.

These are the rails of the railroad

9. These are the special buffers, calculated at speeds of 170 km. in the hour.

10. These are the special bogies, also calculated at speeds of 170 km. in the hour.

11. This is the rearmost support beam between the 2 longitudinal beams / chassis beams from the wagon, to which the self-supporting rotating platform (6) also hangs at 3 points, and circumscribed in Figure 8.

12 These are the 2 steel castors on the left behind.

13 These are the 2 steel rollers on the right behind

14 These are the 2 steel castors on the right

15 These are the 2 steel castors on the left

16. These are the special ramps to the left and right of the railroad, manufactured from prefabricated platform parts (so that they did not fall to the site). FIGURE 11

This is a side view or a cross section of the wagon (1A) with a semi-trailer (1), the lowest self-supporting rotating platform (16), the hydraulic lifting bridge (15) and the electrically / hydraulically rotatable plateau (12).

The 49-foots semitrailer / container (1) is completely sunk into the self-supporting rotating platform (16) and rests exclusively on 6 points from the wagon (1A).

As soon as this 49-foot semi-trailer / container (1) lowers into the self-supporting rotating platform (16) by means of a vertically movable hydraulic lifting bridge (15), the mechanism is pressed upwards by the rear bumper (2) and tensioned therein existing springs open themselves and can be released again as soon as the negative pressure is released. The rear bumper then comes back to its correct position, i.e. 50 cm above the road surface.

At the front of this 49-foot semitrailer / container (1) is a cooling system (26), which is electrically connected from the locomotive by wagon to the network of the whole train.

As reported earlier, the 49-foots trailer / container (1) rests on 6 points on the wagon (1A), namely behind 3 hardwood beams (4, 6 and 8) and in front on 2 hardwood beams (19th and 23), and clamps firmly in the KING PIN coupling (21).

The wagon (1A) has two bogies, numbered 5, 7, 20 and 22.

The rails (3) are interrupted and are built into the electrically / hydraulically rotatable plateau (12), which is pressed vertically upwards by the hydraulic high-pressure cylinders (10, 14 and 17) during the unloading and loading of the semitrailers (1 ).

The UlC-compliant space between the self-supporting revolving stage (16) and the rails (3) is 250 mm above the iron rail (see 12A). The prefabricated platform parts (24) are specially manufactured for this purpose and are guaranteed for a service life of at least 100 years.

Switch boxes are provided on both sides of the ramp (24)

05 brings, which are served in the first time by the chauffeurs of the pick-up and delivery trailer (see Figures 14 to 18), and later, if necessary, from the control tower.

As soon as registered, the 49-foots semi-trailer / id container (1) rests only on the front and rear of the wagon on 5 hardwood beams (4, 7, 8, 19 and 23) and is clamped in place with the KING PINNE. The axles with tires (9, 11 and 13) and the front supports (18) thus rest only on the self-supporting rotating platform (according to the

1a calculations by the inventor) about 5 to 6 tons constant weight.

This is also an important part of the invention. Due to the light and thin floor of the self-supporting rotating platform, this wagon is suitable for all alpine tunnels, so

2d as for the tunnels in Norway, England and Sweden.

FIGURE 12

This is a side view, or a cross-section, of the wagon (1A) with a 49-foot trailer / container

2 (1) and the lowest self-supporting rotating platform (16), as well as the hydraulic lifting bridge (15) and the electrically / hydraulically rotatable plateau (12).

The 49-foots semi-trailer / container (1) stands here in its highest position on the self-supporting rotating platform and

3d can now turn out ± 40 degrees over the ramps.

This lowest self-supporting rotating stage (16) is hydraulically printed from its lowest position upwards from the chassis of the wagons (1A) by means of the cylinders (10, 14 and 17). The relevant cylinders are with

3 powerful ball heads connected to the hydraulic lift bridge (15). If the 49-foots semitrailer / container (1) is hydraulically pressed from its lowest position to the highest position by means of the hydraulic lifting bridge (15) on the self-supporting rotating platform (16), then the entire weight comes from the 49th -foots semitrailer / container (1) + load (between 40 and 60 tons) on the lowest self-supporting rotating platform (16). This self-supporting rotating platform (16) lies on an extra reinforced electrically / hydraulically rotatable platform (12). This plateau has sufficient overcapacity so that disturbances can never occur.

When the 49-foots semitrailer / container (1) is at its highest position, the rear bumper (2) is brought to the correct height and position by means of the built-in spring construction, i.e. 50 cm above the road surface.

As soon as the highest level of the 49-foot trailer / container (1) has been reached and it is ready to drive, you can clearly see the hardwood beams (4, 6, 8, 19 and 23) on the wagon (1A). These are screwed onto the chassis of the wagon (1A). Next the bowl (21) is visible, whereupon the 49-foot trailer / container (1) also rests in its lowest position and is clamped.

This new combined transport system is fully calculated for speed. A train with 20, 25 or 30 wagons must not extinguish and load on a terminal along the main railways for longer than 10 minutes and must depart within the 10 minutes mentioned and mix between the passenger transport. The latest electric locomotives are coupled for all Walda Ro-Ro trains, which reach a speed of more than 150 km per hour within a few kilometers.

Further discussion is not necessary for this figure 12 because the same numbering is already mentioned in FIG. 11.

These numbers from 1 to 26 are as follows 15. This is the hydraulic lift bridge, which moves vertically up and down.

16. This is the self-supporting rotating stage.

17. This is a hydraulic cylinder.

18. These are the front supports of the semitrailer.

19. This is a hard wooden support beam.

20. This is an axle and a tire of the semi-trailer.

21. This is the KING PIN bowl.

22. This is an axle and a tire from the semi-trailer.

23. This is a hardwood support beam.

24. These are the finished platform parts.

25. This is the control box.

26. This is the cooling system of the 49-foot semitrailer / container with electrical connection.

These lower parts etc. have already been mentioned in FIG. 11 and have the same function as in this FIG. 12.

FIGURE 13

This is a top view of a terminal / ram (1) with a complete wagon (2) and the rear part of a second wagon (2), as well as two hydraulic buffer pressure bridges (3 + 3A) and the rails (9 ). Between the chassis beams (2A) of the wagon (2) there is the lowest self-supporting revolving stage (4) which hangs in the frame at 16 points (8). There are two alternatives (see Figures 7 to 12).

This self-supporting rotating platform (4) can be moved vertically upwards and downwards by means of three hydraulic cylinders (see FIG. 13B). At its lowest point, it hangs over the rails with an empty semi-trailer 250 mm and with a loaded semi-trailer 210 mm over the rails (9).

Both the construction of the wagon (2) and the lower limit meet the UIC requirements.

Under the self-supporting rotating platform (4) mentioned above, a hydraulic lifting bridge (5) is shown with dotted lines, on which a spherical ring (6) lies. An electrically / hydraulically rotatable plateau (7) is mounted on this spherical ring (6), which is also drawn in this figure 13.

There are also two hydraulic buffer pressure bridges (3 + 3A) on each terminal / ramp and one or two switch boxes (10) for each wagon.

In order to save costs during the first start-up period of this new system, firstly only 10 hydraulic lifting bridges (5) with 10 electrically / hydraulically rotatable plateaus (6) should be built for the first 9 terminals of 20 wagons (2).

That is a total of 90 pieces x Hfl 60,000 = Hfl 5,400,000.

For 20 hydraulic lift bridges (5) with an electrically / hydraulically rotatable plateau (6), this becomes double, namely Hfl 10,800,000. But, this is much cheaper than 10 gantry cranes for vertical transport by rail, which cost by crane ± Hfl 4,000,000, which means 10 x Hfl 4,000,000 = Hfl 40,000,000. Ergo, Hfl 40,000,000 minus Hfl 10,800,000 = Hfl 29,200,000 advantage on one route with this system.

FIGURE 13A

This figure is largely similar to Figure 13. The terminal / ramp (1) with the complete wagon, of which only the rearmost part is visible in this figure, is similar to the discussion in Figure 13, except that the figure also deals with the 2 hydraulic lifting bridges (3rd / 3A).

These 2 hydraulic buffer pressure bridges have the same function, namely the buffer pressure bridges (3 / 3A) stand vertically as soon as the train enters the terminal / ramp (1).

The train then drives 5 to 10 meters past the first hydraulic buffer pressure bridge (3) and stops. This first buffer pressure bridge (3) is then slowly hydraulically brought from its vertical position into its horizontal position and clamps firmly in a wall in a rectangular basin (11) on the other side of the ramp / terminal (1).

Two official buffers with strong springs, which can withstand 500 tons of pressure, are mounted on these buffer pressure bridges.

It is generally known among shunting workers of the railways that the couplings must not be tightened too tightly and that the space in the suspension of the buffers must remain with regard to bends and switches.

This with regard to the bends in tunnels and iron railways, as well as the points at cross points and station area.

If there is a complete train in the ramp, one can assume that the electrically / hydraulically rotatable plateau (6) is not quite under the self-supporting rotating platform (4) and the springs have to be pressed in by the buffers of the wagons (2) (see Figure 13).

As described above in the fourth Alinea, the whole train drove 5 to 10 meters past the first hydraulic buffer pressure bridge. Furthermore, in this Alinea it is explained that the hydraulic buffer pressure bridge is in the horizontal position and is clamped between the two ramps to the left and right of the web. As soon as this buffer pressure bridge is clamped, the signal light turns green. This is a sign for the engine operator of the locomotive that he can drive the whole train slowly against the hydraulic buffer pressure bridge (3 + 3A), which has to be done very precisely.

The operator looks in his mirror and when the red light on the hydraulic buffer pressure bridge (3 + 3A) is on, there is approximately 400 tons of pressure on the above-mentioned bridge.

With a play of a few centimeters, all of the wagons then came to a halt precisely over the electrically / hydraulically rotatable plateaus.

Thereupon, depending on the quantity, these wagons are switched on for the even numbers, for example 20 (and reported on Figure 13), as well as 18, 16, 14, 12, 10, 8, 6, 4 and 2, by means of the Control boxes (10).

When these just numbered wagons have been deleted, the train drives again 5 to 10 meters past the second hydraulic buffer pressure bridge (3A).

This buffer printing bridge is then, like the first,! hydraulically clamped between the two ramps.

As soon as this buffer pressure bridge (3A) is also fixed, the signal light jumps back to green and the masquinist moves the whole train against the buffer pressure bar and presses all suspension out of the buffers until the red signal light burns.

The train is then under a pressure of ± 400 tons.

The whole train is then back in its correct position and the loading and unloading of semitrailers can begin. The self-supporting rotating stage (4) is hydraulically pushed upwards from its lowest point (210 OS) to the highest edge of the chassis beams of the wagon (2A) by the three hydraulic cylinders (10, 14 and 17), which between Fastening bar (5) are clamped (see Figures 11, 13B and 13C).

All self-supporting lathes (4) are now 40 degrees from the axis of the wagons (2) on the terminal / ramp. The semitrailers can be coupled again by the semitrailer and depart from the self-supporting rotating platform (4). The newly loaded semitrailers then drive in the same minute onto the self-supporting rotating platforms (4), which turn back into the axis of the wagon until the wagon (1A) sinks to the lowest point and clamps itself firmly against the wall (see Figure 11).

The up and down movement of the semitrailer is reported in FIGS. 14, 15, 16, 17 and 18.

The further numbering of this FIG. 13A is very similar to FIG. 13.

FIGURE 13B

FIG. 13B is an average of the ramp (1) which is built from prefabricated platform parts.

Two buffer pressure bridges (3 and 3A) are mounted / built on this ramp. The buffer pressure bridges (3 and 3A) are always in a vertical position, unless a Walda Ro-Ro train has entered the ramp.

This train stops about 25 meters past the first buffer pressure bridge (3), which then automatically comes to a horizontal stand hydraulically and clamps itself firmly in a wall in a rectangular basin (11) built into the ramp.

Green lamps then jump onto the ramp (1) on both sides of the track on the left and right.

FIGURE 13C

As soon as these green lights come on, the engine operator of the locomotive presses the train backwards against the first buffer pressure bridge (3) and presses it against this bridge with a pressure of around 400 tons, thereby minimizing the space in and between the buffers and each wagon (2) comes from the whole train to the right place via the hydraulic lifting bridge (s) (12A), whereupon the electrically / hydraulically rotatable plateau is fastened.

This will bring the lift bridges to the right place in the middle of the wagon. The hydraulic lifting bridges, which, as mentioned above, are in the right place under the wagons (2), are now switched on automatically via the first-mentioned integrated switch and lift the electrically / hydraulically rotatable plateaus under the wagons (2), which must be deleted and loaded.

The electrically / hydraulically rotatable plateaus (12) print the lowest and lightest self-supporting rotating platform (16) in the world, which hangs on 16 KING PIN bolts (1A) in the chassis of the wagons (2) (see Figures 1A, 2C, 11 and 12), up to a few centimeters above the chassis beams (10) of the wagons (2); see Figure 8B.

The first-mentioned electrically / hydraulically rotatable plateau (12) turns the lowest and lightest self-supporting rotating platform (16) into the world via two equally high ramps (1) to the left and right of the railroad 40 degrees from the axis of the wagons (2).

As soon as these are firmly on the ramps (1) to the left and right of the railroad (15), the loaded semitrailers (16a, 16b, 16c and 16d) depart from this rotating platform on the left and drive the newly loaded semitrailers (17a, 17b, 17c and 17d), which are placed on the right-hand side, as new again (see Figures 14, 15, 16, 17 and 18).

The inventor will describe such details in detail in FIGS. 14, 15, 16, 17 and 18 below.

FIGURE 14

Figure 14 shows at 9:50 a.m. a terminal (10) with routes 1, -2, 3, 4 and 5 to the left of a railway (15) and the prefabricated platform parts (la, 2a, 3a and 4a) to the left side of the railway (15 ).

The same routes (1, 2, 3, 4 and 5) and the prefabricated platform sections (lb, 2b, 3b and 4b) are also visible on the right side of the railway (15) on this terminal.

In the first mentioned routes on the ramp (10) to the left of the railway (15) there are four loose semitrailers (6, 7, 8 and 9) set up in routes 1, 2, 3 and 4. The four loose semitrailers that stand in these lines are waiting for the train (15) (see FIG. 15), which has to enter the terminal / ramp (10) at 10:00 am.

On the right side of the terminal / ramp (10) there are also four semitrailers (11, 12, 13 and 14) with four loaded semitrailers (17a, 17b, 17c and 17d) and waiting for the train (15) (see Figure 15), which must enter the terminal / ramp at 10:00 a.m.

FIGURE 15

At exactly 10 a.m. the Walda Ro-Ro train (15) enters the terminal / ramp (10) and stops at the correct place; i.e. ± 20 to 25 meters past the first hydraulic buffer pressure bridge (3); see Figures 13 and 13A.

As soon as the train (15) stops, the hydraulic buffer pressure bridge (3) automatically comes from its vertical position into its horizontal position and automatically clamps itself firmly onto the left side in the ramp (10), which is described in FIGS. 13, 13A, 13B and 13C.

As soon as the hydraulic buffer pressure bridge (3) is clamped on the left side of the ramp in a specially manufactured holder, the operator moves the train (15) backwards ± 25 meters and presses the whole train (15) under a pressure of ± 400 tons against the buffer pressure bridge (3) (see Figure 13) and the buffers the whole train (15) are pressed in, so that each wagon (18) (see Figure 16) comes to the right place via the hydraulic lift bridge, as well um¬ rewritten in Figures 13, 13A, 13B and 13C.

The numbers of the semitrailer trains and the semitrailers, as well as of the ramp, the wagons, the railroad, the terminals and the routes are similar for the figures 16, 17 and 18 to the figures 14 and 15 mentioned above. FIGURE 16

When all wagons (18) of the whole train (15) are in the right place, the chauffeurs press the pickup saddle trailers (16a, 16b, 16c and 16d) or the operators on the terminal (10) on the buttons "EXTEND" from the switch boxes (25) which stand at the front of each wagon on the terminals / ramps (other figures).

The following actions take place via an integrated switch:

1. The three hydraulic cylinders (10, 14 and 17) (see Figures 11 and 12 of the hydraulic lifting bridge) print the lifting bridge, on which a slewing ring is mounted (see Figures 1, 1A, 5, 6, 7, 8, 9 , 10, 11, 12 and 13) vertically upwards.

2. The first-mentioned slewing ring is mounted under an electrically / hydraulically rotatable plateau (see FIGS. 1, 1A, IB, 2, 4, 5, 6, 7, 8, 9, 10, 11, 12 and 13). The rails are recessed into this electrically / hydraulically rotatable plateau (see FIGS. 1, 1A, 4, 5, 6, 8A, 8B, 13 and 13C) and these connect to the railroad as soon as the above-mentioned plateau is open again lowest point is on the ramp. The length of these sunken rails is approximately 8 meters.

When the first mentioned plateaus are again on the lowest point in the ramp, there is at most a millimeter or two clearance between these rails on the plateau and the rails of the railroad.

3. If the three hydraulic cylinders (10, 14 and 17 in FIGS. 11 and 12) press the hydraulic lifting bridge with the electrically / hydraulically rotatable plateau mounted thereon against the self-supporting rotating platform which hangs in the wagon, it is inside three minutes to its highest level / point; ie this is ± two and three millimeters above the chassis beams (10) of the wagons; see Figure 8A. By means of the stop block (8A) with the switch (8), named in FIG. 6, the lifting plateau always holds in the right place, as a result of which the electrically / hydraulically rotatable plateau always comes to the same level as the height of the ramps / terminals and this plateau can easily rotate over the steel plates (19a) from the ramp (19) (see FIG. 6).

As soon as the switch (8) in FIG. 6 is switched off, the self-supporting rotating platform (22) (see FIG. 6) rotates 40 degrees over the two equally high ramps to the left and right of the railway (15), after which the above-mentioned satellite trailer (16a, 16b, 16c and I6d) from the self-supporting revolving stage (22) (see FIG. 6) and the reloaded semitrailers (17a, 17b, 17c and 17d) with the fifth wheel trains (11, 12, 13 and 14), as well as circumscribed above, can drive again on the train (15).

It takes 10 minutes to move the semitrailer off and on.

FIGURE 17

From Figure 17 it can be seen that all the chauffeurs on the left side of the railroad (15) to the terminal / ramp are busy their loose semitrailers (6, 7, 8 and 9) to the arrival semitrailers (16a, 16b, 16c and 16d) to couple and drive off the rotating platform (22) in order to delete these semi-trailers (16a, 16b, 16c and I6d) from the receivers.

Furthermore, the chauffeurs of the semitrailers (11, 12, 13 and 14) are busy driving the delivery semitrailers (17a, 17b, 17c and 17d) onto the revolving platform (22) again and uncoupling them.

After this, they turn again automatically into the axis of the wagon and the train (15) can depart again to another intermediate ramp / terminal or to the end point. FIGURE 18

From FIG. 18 it can be seen that the semitrailers of the entire train (15) have been extinguished and loaded and that the newly loaded semitrailers have been raised again or have stood up again.

The train then goes to another / following terminal / station to unload and load and finally arrives in Budapest at the end station within 20 hours from Rotterdam.

The train (15) then deleted and loaded on 15 intermediate terminals / stations.

One train makes 3 trips a week Rotterdam - Budapest v.v., that is a total of 6 x 1,500 kilometers = 9,000 kilometers. - Using this frequency, the Walda Ro-Ro wagons travel ± 9,000 kilometers in a week, while today's pocket wagons travel a maximum of 2,000 kilometers in a week; so that's a difference of 7,000 kilometers.

By means of this frequency and flexibility (namely the possibility of being able to delete and load every ± 100 kilometers), transport by rail becomes cheap and interesting for the transport company.

There is already great interest in the first 2 routes from Rotterdam to Budapest.

We continue with 6 trains via 3 routes to Italy. There is great interest in this because these wagons are the lowest wagons and can drive through all alpine tunnels with 4-meter-high air-sprung semi-trailers.

The inventor, together with railway experts, made a calculation that three trains depart in the evening from 7:00 p.m. from Rotterdam to arrive in Budapest via Nuremberg, Passau and Vienna at 3:00 p.m. the following day.

The same applies to a second route: Rotterdam - Mannheim - Munich - Salzburg - Vienna - Budapest; Departure Rotterdam at 7 p.m., arrival in Budapest at 3 p.m. On both routes, the trains stop every 100 km and unload and load their semitrailers onto the terminals along the main railway at 15 terminals per route.

The trains run 3 times a week Rotterdam - Budapest v.v. and delete and load in 15 places.

It is the intention that - as soon as it becomes apparent that there is great interest in the route Rotterdam-Budapest (as described above) - we will extend our lines to Italy, Germany, Poland and Russia, as well as Belgium, France, Spain, Portugal, the Scandinavian countries and the former bloc countries.

By means of this invention, the transportation of goods over the route will be over 15 to 20 years, or reduce by 80%.

The inventor then calculated that removing and loading a trailer from the Walda Ro-Ro train only took 10 minutes.

A gantry crane needs 16 minutes for a wagon to unload and load a trailer / swap body and / or container. That is for 20 wagons 20 x 16 = 320 minutes plus break and the approach and departure = 360 minutes: 60 = 6 hours. Then the coupling and uncoupling of the international locomotives takes 2 hours. Ergo, a total of 8 hours.

Then delete the Walda Ro-Ro trains and load them in Munich or somewhere else (900 kilometers further).

The Walda Ro-Ro trains, for example, run 3 times a week v.v. from Rotterdam to Budapest; that's 3 x 3,000 = 9,000 kilometers.

Today's piggyback trains (including loading and unloading, as well as coupling and uncoupling) take approximately 8 to 9 days to cover a distance of 3,000 kilometers. This takes far too long and is therefore too expensive and not interesting for the transport companies, as well as for the owners of Trailstar Combiverkehr and other piggyback systems. These are and remain marginal companies, which are not inviting for the transport company. The haulage contractors will therefore pass their haulage on the way. These piggyback systems are also not worthwhile for the railways.

The inventor has found a solution for this by implementing this new transport system throughout Europe.

It is not only cheaper, but also flexible, direct and suitable for all types of transportation. The trains leave in the evening and arrive all over Europe the next morning or day.

The former motto of the railways in 1936 was:

FAST, SAFE AND ADVANTAGEOUS

As early as 1938-1940, they could no longer prove this communication. If you are now working together in Europe with the Walda Ro-Ro systems, you can use this motto again.

From now on, the railways can, by agreement, curb transportation over the way up to 90/95% within 20/25 years, according to which the following advantages arise:

Advantages for the transport company.

This new international route / rail roll-on / roll-off semitrailer transport system eliminates the following problems and costs for the transport company, namely:

a) No more waiting for hours to the limit. The Walda Ro-Ro trains recognize no limits.

b) No stay in rows. The Walda Ro-Ro trains do not recognize rows. c) No stay due to fog, snow and ice. The Walda Ro-Ro trains have little load of snow, ice and fog.

d) No stay due to the travel time decision. The Walda Ro-Ro trains do not recognize a travel time decision.

e) No weekend driving ban. The Walda Ro-Ro trains have no weekend driving ban.

f) No Sunday driving ban. The Walda Ro-Ro trains do not recognize a Sunday driving ban.

g) No violations of the C.A.O.'s or the style of companies. The Walda Ro-Ro trains have no problems with the C.A.O. 's.

h) No reload problems. The Walda Ro-Ro trains take back the free semitrailers for free, or for a small payment, if there are no additional loads.

i) No extra subsistence costs with regard to the chauffeurs in the weekends due to strikes or strolling strikes or through foreign holidays etc. The Walda Ro-Ro trains only take the semi-trailers with them and no chauffeurs and drive across the borders without a stay; also on Sundays and public holidays.

j) No customs money for the highways. The Walda Ro-Ro trains run on rails that are common property.

k) No diesel oil tax (extra tax) to the limits. The Walda Ro-Ro trains have nothing to do with all of these costs.

1) No extra CMR insurance. The goods are insured with the railways. The Walda Ro-Ro trains are all fully insured. m) No more "all risk" insurance. The satellite trailers which are transported by the Walda Ro-Ro trains are also insured by the railways and the transport group.

n) Little or no wear on the semitrailers. In the future, these will only travel about 1,000 kilometers per month; i.e. from and to the Walda Ro-Ro trains.

o) No tired chauffeurs at the rudder, which make traffic unsafe and thereby sometimes leave the motorway. The transport company must hand over the international transport to the Walda Ro-Ro train; i.e. the unprofitable part of their transportation.

p) No more logs for driving too fast or other violations. The Walda ro-ro course allowed to drive 120 to 160 kilometers per hour ^"and are therefore faster than the transport over the road. Waste shall mount up from the semi-trailer on the ro-ro utes course lasts only 10 Mi¬.

q) No more minutes for the travel time decision. The machine operators of the Walda Ro-Ro. Train are replaced every 4 hours.

r) No more German and Austrian driving powers. These are all canceled when the Walda Ro-Ro trains transport your semitrailers.

s) French, Spanish, Austrian and Swiss authorizations no longer required. These, too, will be abolished at the time when the international transport companies have their semitrailers criss-crossed across Europe with the Walda Ro-Ro trains. t) No additional costs for telex and telephone with regard to getting reloads. The agents take care of this in every place where there is a Walda Ro-Ro terminal.

u) No additional telephone costs with / through the chauffeurs on the way regarding problems that have arisen. The chauffeurs are in front of the mother watching TV and her semitrailers roll silently with the ro-ro wagons.

v) No extra wear, or 80% less on the satellite trains. These only drive a maximum of 3,000 a 4,000 kilometers per month. The unprofitable part (Autobahn Kilometers) is taken over by the Walda Ro-Ro wagons.

w) No more dubious debtors regarding the reloading. Reloading is paid for directly by the transport group upon arrival of your semitrailers.

x) No more mostly fatal accidents with the expensive semi-trailers with semi-trailers. 81% of fatal traffic accidents on the motorways are caused by the trucks. The burning out of passenger cars and buses also mostly arises from the fast driving of the truck drivers, with all the consequences that result.

y) No more loss items because ice, snow and rows cost the transport company billions of guilders a year.

z) CARE. If the transport companies work together with the Walda Ro-Ro way / rail transport system, the above-mentioned problems are over. You have to have the unprofitable part transported by the Walda Ro-Ro trains. You will then probably have less sales, but no more worries. They also make more profit. The above points from a) to z) are only the advantages that the transport company receives if our new transport system is organized generously and developed in a European context.

With these 26 points of advantages mentioned, a large number of points must be added, which. the community benefits.

If you only calculate what the transport of goods contributes to air pollution, you are silent for a moment; namely the air pollution from the "big hummers" is, according to experts, 25 to 30%.

- Assuming that 610,000 cars with exhausts with an average of 10 to 12 centimeters drive around Europe every day, that is a total of 610,000 x 12 centimeters = a pipe with an average of 97 meters.

This lubrication tube blows 1,000,200,000 m ³ of toxic gases into the atmosphere / air space every day.

The Walda Ro-Ro transport system is a solution to stop these gases from the international truck.

The local articulated lorries are all equipped with a filter installation, about which publications will be brought as soon as they are patent pending. NEW WAGGON

FOR ALL ALPINE ROUTES

FOR 4 METER HIGH SEMI-TRAILERS

THE LOWEST SELF-SUPPORTING LATHE

This self-supporting rotating platform hangs between the two chassis beams of a flat wagon at 210 mm. Height over the railroad; this is the lowest high according to UIC regulations.

This rotating platform only serves to support the axles with tires and the front supports of the semitrailers.

With these newly invented systems, namely the Coda-E system, the trailer-train system, the road-rail-train system and the LASA system, there is a big problem at the moment: the tires are hanging in the combined way / rail transport off under the semitrailers on tension chains and hooks.

It is generally known that tension chains, prestressing steel cables and ash clips are now used, which is a patching agent and presents railway engineering problems.

It is even uncertain which has already been proven in America. Tension chains are broken there because the tires hit this transition at an elevated level crossing, as a result of which the axles and tires are jerked away under the semitrailer and the train derailed. One is silent about this.

Even with the double air bellows system from the Coda-E system, experts and hauliers are bursting with questions. In addition, this is too expensive and causes many problems along the way, e.g. in sharp bends, as well as up and down the main motorways.

The self-supporting rotating platform offers many advantages; the wagon weighs only 15 tons, is not vulnerable and the mechanism is in the ramp instead of on the wagon.

As a result, this system will offer millions of benefits over several years. In order to give you a clear picture of the conclusions below, the inventor believes that it is very important to divide the three components from which this invention consists into three parts below in order to explain the effect.

1. THE LOWEST SELF-SUPPORTING LATHE -

This invention is the first invention of the lightest wagon with the lowest swivel platform for semi-trailers of 4 meters high, which can now drive through all Alpine tunels without any problems.

This rotating platform (16) (see FIGS. 11 and 12) hangs between the chassis beams of the wagon (1A) (see FIGS. 8A and 8B). The underside of this rotating platform (16) lies with a loaded semi-trailer 210 mm. over the rails and with an empty semitrailer 250 mm. on the rails (according to regulations of the UIC law in Paris).

In FIGS. 11 and 12, the inventor shows that this lowest self-supporting rotating stage (16) has three stands. The first is the lowest level, namely 210 mm. OS loaded and 250 mm. OS 1 series. The second is the highest level, namely 1,150 mm. OS for turning out the rotating platform (16) (see Figure 6). In the third stand, the rotating platform (16) turns 40 degrees over the two _. so high ramps (19) left and right of the railroad (17) (see Figures 11 and 12).

At the time, these fully automatic actions were all regulated from a control tower to the terminal.

2. THE HYDRAULIC LIFT BRIDGE

This hydraulic lift bridge (18A) has two stands. The first level is the lowest level (see Figure 5). Here the train or wagon (9) travels over the rails (17), which are built into the electrically / hydraulically rotatable plateau (18). The second level is the highest level (see Figure 6). In the third stand, the electrically / hydraulically rotatable plateau (16C) is turned 40 degrees over the two equally high ramps (19) and the semitrailers (2) and other vehicles can be moved from the lowest self-supporting rotating platform within a few minutes ( 16) drive off and open the newly loaded semitrailer again.

3. THE ELECTRIC / HYDRAULIC ROTATING PLATEAU

A ball ring (16B) is mounted on the above-mentioned hydraulic lifting bridge (16A), as a result of which the electrically / hydraulically rotatable plateau (16C) can be rotated (see FIG. 6). This is driven by means of the electric motor (12) with the gear wheel (12A) via the shield (12B).

When the hydraulic lift bridge (16A) has been brought into the highest position by means of the three cylinders (10, 14 and 17) (see FIG. 12), the lowest self-supporting rotating platform (16) can turn out 40 degrees via the two ramps which are just as high (19) left and right of the railroad (17) (see FIG. 5) and can drive the loaded semitrailer to the left of the wagon (1A) (see FIG. 11) there and the newly loaded semitrailer to the right of the railroad again drive up. All of this happens within 8 minutes for a whole train of 20, 25 or 30 wagons, which has never existed in the whole transport world.

BEFORE CONCLUSIONS. FIRST A BRIEF EXAMINATION OF THE BENEFITS OF THIS SYSTEM.

This first fully automatically operable wagon in the world with the lowest self-supporting rotating platform for the combined way / rail semitrailer transport and other vehicles is the lightest, fastest, simplest, most flexible, cheapest and mostly commercial wagon, which exists for the combi-traffic, operated by a Man from a control tower to the terminals. NEW WAGGON

FOR ALL ALPINE ROUTES

FOR 4 METER HIGH SEMI-TRAILERS

THE FIRST FULLY AUTOMATIC OPERATING WAGON IN THE WORLD WITH THE LOWEST SELF-SUPPORTING TURNTABLE, WHICH VERTICALLY MOVES UP AND DOWN, AND IN ITS HIGHEST STAND, WITH A HYDRAULIC LIFTING BRACKET, WHICH IS A HYDRAULIC LIFTING BRIDGE AN ELECTRICALLY / HYDRAULICALLY ROTATING PLATEAU RESTING, HORIZONTAL 40 DEGREES, FOR THE FAST DELETING AND LOADING OF SADDLE TRAILERS, MOTOR VEHICLES WITH TRAILERS, LIKE VOLUME¬ TROLLEYS AND TANK SADDLE HANGERS, VARIABLE HANGERS, VARIOUS HANGERS, VARIOUS HANGERS, VARIOUS HANGERS, VARIOUS HANGERS, VARIOUS HANGERS, HANGERS, VANES

This new combined transport system is fully calculated for speed. A train with 20, 25 or 30 wagons may not unload and load along the main railways for more than 10 minutes at a terminal and serves to travel again within 10 minutes and to mix between the passenger transport. The latest electric locomotives are coupled for all Walda Ro-Ro trains, which reach a speed of more than 150 kilometers per hour within a few kilometers.

In order to save costs during the first start-up time of this new system, only 10 hydraulic lifting bridges with 10 electrically / hydraulically rotatable plateaus will be built for the first 9 terminals of 20 wagons.

That is a total of 90 pieces x Hfl 60,000 = Hfl 5,400,000.

For 20 hydraulic lift bridges with an electrically / hydraulically rotatable plateau, it becomes double, namely: Hfl 10,800,000.

But that is much cheaper than 10 gantry cranes for vertical transport by rail, which cost about Hfl 4,000,000 by crane, which means 10 x Hfl 4,000,000 = Hfl 40,000,000.

So ', Hfl 40,000,000 - Hfl 10,800,000 = Hfl 29,200,000 advantage on one route with this system.

Claims

CONCLUSIONS

1. The lowest self-supporting rotating platform (1A) in the world, with the characteristic that this self-supporting rotating platform (1A) hangs on 16 semi-trailers KING PIN bolts (1) between the two chassis beams (10) of the wagon (4) (see Figures 7, 8B, 11 and 12).

This wagon (4) is specially built for the combined way / rail freight transport and is unparalleled in the world (see Figures 7, 11 and 12).

2. For this lowest self-supporting revolving stage (1A), with the characteristic that it can also be moved vertically up and down, an open space of 8 meters long and 2.60 meters wide is created in the middle of the wagon between the chassis beams , so that the lowest self-supporting rotating platform fits in it and sinks from the top to its lowest point; i.e. 210 mm. OS with a loaded satellite trailer and 250 mm. OS with an empty semitrailer (see Figures 11 and 12).

3. The lowest self-supporting revolving stage (1A) according to conclusion 2, with the characteristic that this self-supporting revolving platform (1A) drops ± 85 cm. Vertically downwards from above and automatically clings to its lowest point on the correct UIC -Height over the rail which is unique in the world and does not exist yet.

The 16 semi-trailers KING PIN bolts, as well as named in conclusion 1, slide from top to bottom into a V-shaped steel plate (2B) (see figure 1A) and automatically clamp themselves firmly at the lowest point.

These 16 semi-trailers KING PIN bolts (1) (see figure 8B) are distributed as follows: 2 x 5 on the sides of the rotating platform, and 2 x 3 on the outermost ends of the three steel beams (10 + 10A) (see figures 8A and 8B), which are strapped over the entire length on the floor of the rotating platform (1A) and as a result of which the rotating platform becomes rigid.

4. The lowest self-supporting revolving stage according to conclusions 1, 2 and 3 with the characteristic that this self-supporting revolving stage (1A) is constructed as strong and as easily as possible in order firstly to give the wagon frame the same strength and strength than that of the existing wagons with crossbars in the middle, so that the same buffer pressure of 200 tons remains, or can be guaranteed, according to UlC regulations. The more that the crossbars of the wagons are lifted in the middle and the rotating platform (1A) is used instead. On the floor of this revolving stage, 3 H-bars of 150 x 150 x 8 mm are lashed in the middle, which clamp to the head ends with 2 x 3 KING PIN bolts and hang in 2 x 3 V-shaped plates, which on two container beams of 400 x 200 x 6 mm. are lashed. These container beams are lashed into the frame between the two chassis beams, directly in front of the bogies.

On top of the turntable, also on both sides, are 2 container bars of 100 x 60 x 6 or 8 mm. lashed, to which 2 x 5 KING PIN bolts are screwed or lashed.

Thanks to these reinforcements in and on the rotating platform, the buffer pressure and traction remained similar to those of the existing wagons.

The construction on which this rotating platform depends is precisely calculated and therefore the inventors chose the rotating platform for this suspension by means of the 16 KING PIN bolts. All the more as they have been rehearsed all over the world through many technical offices and are "universal". It is concluded that the breaking point is over 250 tons.

5. The lowest self-supporting rotating stage (1A) according to conclusions 1, 2, 3 and 4, with the characteristic that there is a second alternative for the suspension; this suspension from the rotating platform is cheaper, but 2,000 tons weaker than the first suspension. In addition, this has not yet been rehearsed. FIG. 8A shows that 11 are the special shaped / pressed chassis beam and that 13 is a special shaped / pressed rotating platform (2), where in the upper edge (1) 2 x 5 channels are milled on both sides, which sink into 2 x 5 pointed steel plates (2a) (see Figure 1) and (12) (see Figure 8A), which are lashed to the inside of the chassis / frame as soon as this rotating platform sinks (see dotted line in Figure 8A with numbers 1, 2, 2a and 13).

The turntable is also supported on the head ends on 3 steel H-beams (10) by the same construction as described above. As soon as the revolving stage sinks to its lowest point, it lies firmly in the frame of the wagon.

6. The lowest self-supporting revolving stage, according to conclusions 1, 2, 3, 4 and 5, with the characteristic that this construction is not as strong as the construction with the 16 KING PIN bolts; these have a breaking point of ± 250 tons x 16 = 4,000 tons. The breaking point of the above construction is only ± 125 tons per support point; so 125 tons x 16 = 2,000 tons. In addition, these are also not automatically locked. Because this construction has not yet been tested by T.N.0. or other arrangements, the inventors stick to the KING PIN saddle trailer Bolzens system construction. Just as much with regard to the fact that the European railways provide a UIC / tracking permit for this first construction and not for the latter construction. The examination of this takes approximately 3 to 6 months, which means that it is not interesting for this new system.

7. The lowest self-supporting revolving stage, according to conclusions 3 and 4, with the characteristic that this self-supporting revolving stage (22) is printed vertically upwards from its lowest point to its highest point by means of 3 cylinders (see Figure 12, numbers 10, 14 and 17) and within 2 a 3 minutes is brought to the same height as the ramp (19) (see Figure 6). 8. The lowest self-supporting revolving stage (22), according to conclusions 4, 5, 6 and 7, with the indicator that when it is at the highest point it automatically rotates 40 degrees over the ramp / terminal on both sides of the railway by means of the integrated switch (8) (see FIG. 6). As soon as this rotating platform is fixed on the ramp / terminal, the semitrailers (16.a, 16b, 16c and 16d) can be coupled using the semitrailer trains (6, 7,

8 and 9) which then move off the rotating platform (22) (see FIGS. 14, 15, 16, 17 and 18). These figures clearly show how this roll-on / roll-off system works. According to experts, this system will face a great future with a cleaner world and rougher highways. The relevant experts estimate that - from the start it was established that all railways and ministries in Europe and out there would prefer this new system - within 10 to 20 years 90% of the transport of goods by rail should go with that Walda Ro-Ro system in Europe and out there.

The speed of this system arises because these articulated lorries and semitrailers have air suspension and electric front sockets, as well as electrical coupling hooks for the KING PIN bolts, which can be operated by the chauffeurs from the cabin by means of a number of buttons on the dashboard.

9. The lowest self-supporting revolving stage (22) with the license plate, as well as circumscribed above and in the previous figures that this is designed to enable the combined way / rail semitrailer transport through the Alpine tunnels with 4 meter high semitrailers.

The existing combined We / Schiene Wa ons

street 410 mm. OS. The Walda Ro-Ro transport system is more than 40% cheaper and 70% faster than today's combined path / rail transport systems. It is flexible, direct and cheap

In addition, the semi-trailers can go every 100 km. drive off the wagons and drive up again; we call it "getting in and out" of semi-trailers.

Both of these advantages make the transport companies interested in participating in this new transport system, which system should offer great advantages for the milieu and the crowded motorways.

90% Von die Transportunternehmers states that today's combined transport system is a kind of "metro", which has only one back door and an "open roof" (for the pocket wagons and swap bodies), which means that getting in and out quickly is a big problem . Ergo, this system does not have the advantages of the metro; there are enough doors in every wagon to get in and out and this is exactly what the inventor thought of.

10. The hydraulic lifting bridge, with the characteristic that it is built under the wagons in the ramp and on which an electrically / h draulically rotatable plateau rests

Ramps left and right of the main railways (15); see Figure 17.

The hydraulic lift bridge (18A) is operated by means of a computer-controlled system from a control tower to the terminals / ramps (see FIG. 5).

11. The hydraulic lift bridge (18A), according to conclusion 7, with the indicator that according to FIG. 11 it is in its lowest position in the ramp / terminal (24) and rests on the 3 hydraulic cylinders (10, 14 and 17) (and circumscribed above); see also Figure 5. A ball slewing ring (3) is mounted in the middle on this hydraulic lifting bridge (18A) (FIG. 8), on which an electrically / hydraulically rotatable plateau (19) is fastened, in which the rails (17) are mounted (see FIG. 5). . A shield gear (19) is mounted on the two head ends, which is driven by the motor (11) with the gear (10) which engages in the shield gear (19) (see FIG. 5).

12. The hydraulic lifting bridge (18A) (see FIG. 5), follow the conclusions 10 and 11, with the characteristic that it is manufactured from 2 steel boxes of 5 mm that fit into one another. Sheet steel, which slide vertically up and down by means of sliding pieces with the help of three high-pressure cylinders (10, 14 and 17) (see FIGS. 11 and 12).

- The high pressure lines are isolated from the oil pump to the first cylinder. In the attached insulation there are low-voltage wires that work in winter and e.g. hold back an electrical blanket and the frost so that the high pressure lines can never freeze.

During a malfunction, oil burners are automatically switched on in the steel boxes so that malfunctions can never occur (see FIGS. 5 and 6).

As already reported above, a rotating ring (18) rests on this hydraulic lifting bridge (18A), on which an electrically / hydraulically rotatable plateau (19) rests, or is screwed onto it by 48 bolts. This is one of the most important parts of the invention (see FIG. 5).

13. The electrically / hydraulically rotatable plateau (12B) see FIG. 6), according to conclusions 6 and 7, with the characteristic that it presses against the underside of the self-supporting rotating platform and vertically from its lowest position its highest level brings; ie a few millimeters above the chassis beams of the wagon (10) (see Figures 6 and 8B). As soon as the self-supporting rotating platform (22) is brought up to the height by the first-mentioned cylinder, it rotates fully automatically 40 degrees over the steel plate (19A), which lies firmly in the ramp with a concrete wedge pin (see FIG. 6). Under the first electrically / hydraulically rotatable plateau are 8 steel rollers mounted (see Figures 6, 7, 13 and

14).

The semitrailers (2 and 3), the tires (4) and the front supports (1), which are designed in FIG. 6, are / are now / are by the semitrailer trains (6, 7, 8 and 9) (see FIGS. 14, 15, 16, 17 and 18) coupled and departed from the lowest self-supporting rotating platform (22) (see FIG. 6), after which the newly loaded semitrailer trains (11, 12, 13 and 14) with the semitrailers (17a, 17b, 17c and 17d) can drive up again (see FIGS. 14, 15, 16, 17 and 18).

14. The electrically / hydraulically rotatable plateau (12B), according to the conclusions 6, 7 and 8, with the characteristic that it arrives against the underside of the self-supporting rotating platform and brings it hydraulically to the highest rotatable level, thereby clearing it and loading the semi-trailers via ramps of the same height is possible.

After the newly loaded semitrailers have been uncoupled from the self-supporting rotating platform, they are rotated back into the axis of the wagon (s) (10) within 1 minute.

Then the self-supporting revolving platforms (22) are brought back to their lowest position by means of the pressure from the first three cylinders (12) (see FIG. 5) and are hung up again at the correct UlC-compliant height Frame / chassis of the wagon (10); namely 250 mm. OS with an empty semitrailer and 210 mm. OS with a loaded semitrailer.

15. The electrically / hydraulically rotatable plateau (12B), with the indicator that this is only put into effect as soon as the train (15) has entered the ramp (10) at 10:00 a.m.

The loose articulated lorries (6, 7, 8 and 9) wait on the left side in front of the ramps (1A, 2A, 3A and 4) to couple the semitrailers which will arrive by train (15) and from to move the self-supporting rotating platforms (22) (see Conclusions 17 and 18).

On the right side of the rap, the semitrailers (11, 12, 13 and 14) with their loaded semitrailers (17a, 17b, 17c and 17d) stand in front of the ramps (IB, 2B, 3B and 4B) until the train (15 ) arrives and the self-supporting rotating platforms (22) are turned out via the ramps and circumscribed above.

16. The electrically / hydraulically rotatable plateau (12B), with the indicator that the train (15) has moved into the ramp (10) and the chauffeurs have pressed the "EXTEND" buttons on the panels (25) . Now the three hydraulic cylinders (10, 14 and 17), according to FIGS. 11 and 12, come into effect. The hydraulic lifting bridges raise the electrically / hydraulically rotatable plateaus and press them against the lowest self-supporting rotating platforms, whereby the 16 KING PIN bolts disengage and the lowest self-supporting rotating platform about 3 to 4 mm. The wagon (4) comes over the chassis (10) and automatically turns 40 degrees over the ramps to the left and right of the railroad (15A).

17. The electrically / hydraulically rotatable plateau (12B), with the characteristic that the rotating platforms (22) with the semitrailers loaded thereon (16a, 16b, 16c and 16d) fully automatically to the left and right of the railroad (15A) Turn out on both sides over the ramp so that the semi-trailers (6, 7, 8 and 9) can couple the above-mentioned semi-trailers (16a, 16b, 16c and 16d). As soon as these semitrailers depart from the revolving platforms (22), the waiting semitrailers (11, 12, 13 and 14) with the loaded semitrailers (17a, 17b, 17c and 17d) drive back onto the revolving platforms, uncouple them and drive with her semitrailer to another customer to pick up new semitrailers for the terminal.

18. The electrically / hydraulically rotatable plateau (12B), according to conclusion 17, with the characteristic that the said semitrailers (16a, 16b, 16c and 16d + 17a, 17b, 17c and 17d) by the semitrailer trains (6, 7 , 8 and 9 + 11, 12, 13 and 14) are coupled and uncoupled and moved to and from the self-supporting rotating platforms. This conclusion 18 shows very clearly how this system works. The chauffeurs are very busy coupling and uncoupling the semitrailers and driving them off the revolving stage. The unloading and loading of a whole train of 20, 25 or 30 wagons takes no longer than 10 minutes and is millions of Guldens cheaper than today's systems, where a gantry crane costs 4 million Guldens. Our terminals with the hydraulic lift bridges mentioned above only cost 2 million guilders and are 70 to 80% faster.

19. The electrically / hydraulically rotatable plateau (12B), according to conclusion 18, with the characteristic that the lowest self-supporting rotating platform is rotated again in the axis of the wagon and the train (15) with loaded semitrailer is already departing for one following ramp / terminal. Depending on the loading and unloading area, these can be extinguished again in a very short time and reloaded semitrailers loaded. Due to the many possibilities offered by the Walda Ro-Ro system, there is great interest in this new system among the transport companies, the railways, the transport ministries, the military ministries and the shippers in Europe. The first-mentioned institutions, the transport companies and the milieu groups expect this system to be used by E.G. preferred in Brussels.