EP0900707B9 - Articulated wagon for combined transport, especially of road vehicles - Google Patents
Articulated wagon for combined transport, especially of road vehicles Download PDFInfo
- Publication number
- EP0900707B9 EP0900707B9 EP98115742A EP98115742A EP0900707B9 EP 0900707 B9 EP0900707 B9 EP 0900707B9 EP 98115742 A EP98115742 A EP 98115742A EP 98115742 A EP98115742 A EP 98115742A EP 0900707 B9 EP0900707 B9 EP 0900707B9
- Authority
- EP
- European Patent Office
- Prior art keywords
- articulated
- curved guide
- articulated wagon
- wagon according
- curved
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/10—Articulated vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/04—Wagons or vans with movable floors, e.g. rotatable or floors which can be raised or lowered
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/10—Articulated vehicles
- B61D3/14—Articulated vehicles comprising running gear interconnected by load supports facilitating low-level load transport
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/16—Wagons or vans adapted for carrying special loads
- B61D3/18—Wagons or vans adapted for carrying special loads for vehicles
- B61D3/182—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers
- B61D3/184—Wagons or vans adapted for carrying special loads for vehicles specially adapted for heavy vehicles, e.g. public work vehicles, trucks, trailers the heavy vehicles being of the trailer or semi-trailer type
Definitions
- the invention relates to an articulated trolley for the combined Loading traffic with which especially all trucks with trailers or Semitrailer transported and loaded without additional aids and can be unloaded.
- DE 42 36 161 A1 describes a carrier wagon for the combined Loading traffic known with normal freight bogies is equipped and in its middle part several lowerable has interconnected partial loading areas. This wagon can only because of the permissible vehicle boundary profile a truck or a trailer, or at best to transport a semitrailer.
- From DE 43 20 583 is also an articulated trolley known to transport very long goods, with an intermediate bridge and two intermediate cars, each consisting of two supported on a chassis, a rigid unit forming parts, with part of each intermediate car with the intermediate bridge over arch guides horizontally is rotatably articulated, the distance between the fictitious Turning points of the sheet guide less than the distance of the Support points on the chassis is.
- the invention has for its object a car for to create combined loading traffic by the special Training the end faces of the loads (trucks, containers, etc.) receiving middle part and its connections to the Support frames and through special training and mutual Assignment / arrangement of the vertical support and the horizontal articulation allows it all permissible motor vehicles according to their dimensions and mass can be promoted.
- the chassis of this car is said to be one show low wear, i.e. long maintenance cycles and have a long lifespan.
- This task is accomplished by one Carrier with the features of claim 1 solved.
- a advantageous development of the invention for the special Use case when driving in a narrow tunnel, which is only a small one allows upper boundary profile and its lower profile itself can be expanded with reasonable effort, is in the Subclaim specified.
- the articulated trolley constructed according to the invention is horizontal Rotatable level and rigid in the vertical plane.
- the horizontal bores and the vertical support points on the bogies are chosen so that in the power-coupled Condition of the articulated trolley on its lowered one Loading area there is a sufficient vehicle boundary.
- the intermediate bridge 6 is for inclusion of the loads to be transported. In the shown Example, it is a truck 9.
- the intermediate cars 4 exist consisting of two parts with a vertically movable joint 2 are connected and form a rigid unit horizontally.
- the intermediate car 4 is supported in support points A on bogies / undercarriages 3 from. It is conceivable and in the sense of the invention that the intermediate car 4 itself is a chassis and can take on the same tasks.
- the intermediate bridge 6 is with the intermediate car 4 articulated via a sheet guide 5, so that the intermediate car 4 and the intermediate bridge 6 against each other in the horizontal can be rotated. In the embodiment according to Fig.
- this known bow guide is a roller bearing bow guide executed.
- Rolling bearings 12 are between intermediate carriages 4 and intermediate bridge 6 and are arranged in a known manner guided and held, with thrust and pressure forces from the Transfer bridge 6 to intermediate car 4 and vice versa can be.
- the illustrated sheet guide 5 as a roller bearing sheet guide can also be used as a known chain gear be formed. With these bow guides 5 can the intermediate bridge 6 to the track arch in the for the constraint calculations required position become. This is due to the constructive design of the components, that determine the fictitious turning points B reached. For example, by changing the curvature of the sheet guide 5 itself. Also can be the outermost point of the sheet guide 5 on the longitudinal axis to be moved on the intermediate car 4.
- the intermediate bridge 6 closes the loading area suitable for all road vehicles 7, which is made visible in the opening of Fig.1.
- the entire articulated tram association can therefore only bend in the joints 2 in the vertical.
- the loading area 7 is with known devices that not shown in the drawing, adjustable in height educated. For example, using air cushion technology according to DE 4236 161 A1.
- FIG B The advantageous effect of the fictitious turning points is shown in FIG B and the resulting position of the theoretical Guide points, the intersection point E with the central curve of the track arch C recognizable to achieve a long loading area.
- the top view shows the articulated trolley 1 in an exaggerated manner narrowly depicted bow with a central curve axis C.
- the intermediate car 4 are coupled via the joints 2.
- the two parts of the intermediate car 4 with their common longitudinal axis F form a secant of the central axis of the track curve C.
- the point of intersection is the support point A on the rotating pan of the Bogie / chassis 3.
- a fictitious turning point B is determined. This is the intersection of the two secants that are simultaneously an intermediate car longitudinal axis F and a loading area longitudinal axis D represent.
- the distance of an intersection E on the Track axis center axis C determines the profile limitation in Area of the loading area 7.
- FIG. 3 shows a special variant of an articulated trolley 1 in the side view.
- This variant is for loading traffic suitable in narrow tunnel profiles. There is a lot of effort when enlarging the upper part of the tunnel clearance required, but less for the expansion below. For this reason, in this variant of the articulated trolley 1 when driving through narrow tunnels, in the lower widened Tunnel clearance profile, the middle part of the articulated trolley 1, the intermediate bridge 6, lowered. On the other routes, for which the large vehicle perimeter profile is valid is the Lowering reversed again. The left side of Fig.3 shows this normal state.
- the articulated trolley 1 with the articulation 2 and the bogie / chassis 3 is with the intermediate car 4th through arch guide 5 with the intermediate bridge 6 exactly as in the basic variant.
- the hissing bridge 6 is however divided near the two ends and with a front part 11 provided and by means of lockable lever mechanisms in which Example shown articulated gear 8, mutually rigid connected and designed to be raised or lowered by means of drives 10.
- Example shown articulated gear 8 mutually rigid connected and designed to be raised or lowered by means of drives 10.
- Known guide and connecting elements can also be used for this Find application.
- the right side of Fig.3 shows the lowered intermediate bridge 6 for a ride in a narrow tunnel, what by pivoting the lockable articulated gear 8 is achieved by means of drives 10.
- FIG 4 shows an extension of the variant according to FIG Section of the articulated trolley 1 in the loading position.
- the joints 2 corresponding the starting variant according to Figure 1 are the joints 2, the Bogies / trolleys 3, the intermediate car 4 and the bow guide 5 arranged.
- Figure 3 is the division of the intermediate bridge 6 and the lockable articulated gear 8 modified in such a way that the intermediate bridge 6 to the loading position can be raised. As a result, the loading area 7 with the Intermediate bridge 6 are firmly connected.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Handcart (AREA)
- Body Structure For Vehicles (AREA)
- Auxiliary Methods And Devices For Loading And Unloading (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
- Automatic Cycles, And Cycles In General (AREA)
- Road Paving Structures (AREA)
- Fluid-Damping Devices (AREA)
Abstract
Description
Die Erfindung betrifft einen Gelenkwagen für den kombinierten Ladeverkehr, mit dem insbesondere alle Lastkraftwagen auch mit Anhänger oder Sattelschlepper befördert und ohne zusätzliche Hilfsmittel be- und entladen werden können.The invention relates to an articulated trolley for the combined Loading traffic with which especially all trucks with trailers or Semitrailer transported and loaded without additional aids and can be unloaded.
Die bekannten Wagen für den kombinierten Ladeverkehr haben extrem kleine Räder unter der Ladefläche, die hohen dynamischen Beanspruchungen und hohem Verschleiss ausgesetzt sind.The well-known wagons for combined loading have extreme small wheels under the bed, the high dynamic Are exposed to stresses and high wear.
Aus der DE 42 36 161 A1 ist ein Tragwagen für den kombinierten Ladeverkehr bekannt, der mit normalen Güterwagendrehgestellen ausgerüstet ist und in seinem mittleren Teil mehrere absenkbare miteinander verbundene Teilladeflächen besitzt. Dieser Tragwagen kann aus Gründen des zulässigen Fahrzeugumgrenzungsprofils nur einen Lastkraftwagen oder einen Anhänger oder im günstigsten Fall einen Sattelschlepper befördern. Aus der DE 43 20 583 ist ferner ein Gelenkwagen zum Transport von sehr langen Gütern bekannt, mit einer Zwischenbrücke und zwei Zwischenwagen, die jeweils aus zwei sich auf einem Fahrwerk abstützenden, eine steife Einheit bildenden Teilen bestehen, wobei ein Teil jedes Zwischenwagens mit der Zwischenbrücke über Bogenführungen horizontal verdrehbar angelenkt ist, wobei der Abstand der fiktiven Ausdrehpunkte der Bogenführung geringer als der Abstand der Aufstützpunkte auf dem Fahrwerk ist.DE 42 36 161 A1 describes a carrier wagon for the combined Loading traffic known with normal freight bogies is equipped and in its middle part several lowerable has interconnected partial loading areas. This wagon can only because of the permissible vehicle boundary profile a truck or a trailer, or at best to transport a semitrailer. From DE 43 20 583 is also an articulated trolley known to transport very long goods, with an intermediate bridge and two intermediate cars, each consisting of two supported on a chassis, a rigid unit forming parts, with part of each intermediate car with the intermediate bridge over arch guides horizontally is rotatably articulated, the distance between the fictitious Turning points of the sheet guide less than the distance of the Support points on the chassis is.
Der Erfindung liegt die Aufgabe zugrunde, einen Wagen für den
kombinierten Ladeverkehr zu schaffen, der durch die besondere
Ausbildung der Stirnseiten des die Lasten (Lastwagen, Container,
etc.) aufnehmenden Mittelteils und seiner Verbindungen zu den
Traggestellen und durch die besondere Ausbildung und gegenseitige
Zuordnung/Anordnung der vertikalen Abstützung und der
horizontalen Anlenkung des Gelenkwagens es ermöglicht, dass alle
nach ihren Abmessungen und ihrer Masse zulässigen Kraftfahrzeuge
befördert werden können. Die Fahrwerke dieses Wagens sollen einen
geringen Verschleiss aufweisen, d.h., lange Wartungszyklen und
eine lange Lebensdauer besitzen. Diese Aufgabe wird durch einen
Tragwagen mit den Merkmalen des Patentanspruches 1 gelöst. Eine
vorteilhafte Weiterbildung der Erfindung für den besonderen
Anwendungsfall bei Fahrt im engen Tunnel, der nur ein kleines
oberes Umgrenzungsprofil zulässt und dessen unteres Profil sich
mit vertretbarem Aufwand erweitern lässt, ist in dem
Unteranspruch angegeben. The invention has for its object a car for
to create combined loading traffic by the special
Training the end faces of the loads (trucks, containers,
etc.) receiving middle part and its connections to the
Support frames and through special training and mutual
Assignment / arrangement of the vertical support and the
horizontal articulation allows it all
permissible motor vehicles according to their dimensions and mass
can be promoted. The chassis of this car is said to be one
show low wear, i.e. long maintenance cycles and
have a long lifespan. This task is accomplished by one
Carrier with the features of
Der erfindungsgemäß aufgebaute Gelenkwagen ist in horizontaler Ebene verdrehbar und in vertikaler Ebene biegesteif ausgebildet. Die horizontalen Ausdrehungen und die vertikalen Abstützpunkte auf den Drehgestellen sind so gewählt, daß im kraftgekuppelten Zustand bei dem Gelenkwagen auf dessen abgesenkter Ladefläche eine ausreichende Fahrzeugumgrenzung vorhanden ist.The articulated trolley constructed according to the invention is horizontal Rotatable level and rigid in the vertical plane. The horizontal bores and the vertical support points on the bogies are chosen so that in the power-coupled Condition of the articulated trolley on its lowered one Loading area there is a sufficient vehicle boundary.
Für Gelenkwagen des besonderen Anwendungsfalles ist dieser in seinem mittleren unteren Wagenteil absenkbar. Die Absenkung wird bei Fahrt mit normalen Umgrenzungsprofil rückgängig gemacht.For articulated trolleys of the special application this is in lower middle part of the car. The lowering is undone when driving with normal boundary profile.
Die Erfindung ist an Hand der Zeichnungen in zwei Ausführungsbeispielen dargestellt, dabei zeigen:
- Fig.1:
- die Seitenansicht eines Gelenkwagens mit einem Straßenfahrzeug in der Beladungstellung,
- Fig.2:
- die Draufsicht eines gekuppelten Gelenkwagens im übertrieben dargestellten Gleisbogen,
- Fig.3:
- die Seitenansicht einer Variante des Gelenkwagens mit der linken Hälfte in normaler Zugfahrstellung und mit der rechten Hälfte in abgesenkter Stellung,
- Fig.4:
- die Seitenansicht einer weiteren Variante eines Teilstückes des Gelenkwagens in der Beladestellung,
- Fig.5:
- den Schnitt X-X nach Fig.2.
- Fig.1:
- the side view of an articulated tram with a road vehicle in the loading position,
- Figure 2:
- the top view of a coupled articulated carriage in the exaggerated track curve,
- Figure 3:
- the side view of a variant of the articulated tram with the left half in the normal train driving position and with the right half in the lowered position,
- Figure 4:
- the side view of a further variant of a section of the articulated trolley in the loading position,
- Figure 5:
- the section XX according to Fig. 2.
Nach Fig.1 zeigt einen Gelenkwagen 1, der aus einer Zwischenbrücke
6 und aus einem linken und rechten Teil eines Zwischenwagens
4 besteht. Die Zwischenbrücke 6 ist für die Aufnahme
der zu transportierenden Lasten vorgesehen. In dem gezeigten
Beispiel ist es ein Lastwagen 9. Die Zwischenwagen 4 bestehen
aus zwei Teilen, die mit einem vertikal beweglichen Gelenk 2
verbunden sind und horizontal eine biegesteife Einheit bilden.
Der Zwischenwagen 4 stützt sich in Abstützpunkten A auf Drehgestellen/Fahrwerken
3 ab. Es ist denkbar und im Sinne der Erfindung,
daß der Zwischenwagen 4 selbst ein Fahrwerk ist und
gleiche Aufgaben übernehmen kann. Die Zwischenbrücke 6 ist mit
dem Zwischenwagen 4 über eine Bogenführung 5 angelenkt, so daß
der Zwischenwagen 4 und die Zwischenbrücke 6 gegeneinander in
der Horizontalen verdrehbar sind. In dem Ausführungsbeispiel
nach Fig.5 ist diese bekannte Bogenführung als Wälzlager-Bogenführung
ausgeführt. Wälzlager 12 sind zwischen Zwischenwagen 4
und Zwischenbrücke 6 angeordnet und werden in bekannter Weise
geführt und gehalten, wobei Schub- und Druckkräfte von der
Zwischenbrücke 6 zum Zwischenwagen 4 und umgekehrt übertragen
werden können. Die dargestellte Bogenführung 5 als Wälzlager-Bogenführung
kann auch im Sinne der Erfindung als ein
bekanntes Kettengetriebe ausgebildet sein. Mit diesen Bogenführungen
5 kann die Zwischenbrücke 6 zum Gleisbogen in die für
die Einschränkungsberechnungen geforderte Stellung gebracht
werden. Das wird durch die konstruktive Auslegung der Bauteile,
die die fiktiven Ausdrehpunkte B bestimmen, erreicht. Z.B.
durch Veränderung der Krümmung der Bogenführung 5 selbst. Auch
kann der äußerste Punkt der Bogenführung 5 auf der Längsachse
auf dem Zwischenwagen 4 verschoben werden. Die Zwischenbrücke
6 schließt die für alle Straßenfahrzeuge geeignete Ladefläche
7, die im Aufbruch der Fig.1 sichtbar gemacht ist, ein. Die
Steifheit des Gelenkwagens 1 über seine gesamte Länge wird
jeweils zwischen Gelenk 2 auf der einen und Gelenk 2 auf der
anderen Seite bewirkt. Der gesamte Gelenkwagenverband kann
demnach nur jeweils in den Gelenken 2 in der Vertikalen abknicken.
Die Ladefläche 7 ist mit bekannten Einrichtungen, die
in der Zeichnung nicht näher dargestellt sind, höhenverstellbar
ausgebildet. Z.B. mittels Luftkissentechnik nach DE 4236
161 A1.1 shows an articulated
Aus Fig.2 ist die vorteilhafte Wirkung der fiktiven Ausdrehpunkte
B und die sich daraus ergebende Position der theoretischen
Führungspunkte, der Schnittpunkte E mit der Gleisbogen-Mittenachse
C zur Erzielung einer langen Ladefläche erkennbar.
Die Draufsicht zeigt den Gelenkwagen 1 in einem übertrieben
eng dargestellten Bogen mit einer Gleisbogenmittenachse C.
Die Zwischenwagen 4 sind über die Gelenke 2 gekuppelt. Die
zwei Teile der Zwischenwagen 4 mit ihrer gemeinsamen Längsachse
F bilden eine Sekante der Gleisbogenmittenachse C. Der
Schnittpunkt ist der Abstützpunkt A auf der Drehpfanne des
Drehgestelles/Fahrwerkes 3. Durch die Bogenführung 5, welche
den Zwischenwagen 4 vertikal biegesteif mit der Zwischenbrücke
6 verbindet, wird ein fiktiver Ausdrehpunkt B bestimmt. Dieser
ist der Schnittpunkt der beiden Sekanten, die gleichzeitig
eine Zwischenwagen-Längsachse F und eine Ladeflächen-Längsachse
D darstellen. Der Abstand eines Schnittpunktes E auf der
Gleisbogen-Mitteachse C bestimmt die Profileinschränkung im
Bereich der Ladefläche 7.The advantageous effect of the fictitious turning points is shown in FIG
B and the resulting position of the theoretical
Guide points, the intersection point E with the central curve of the track arch
C recognizable to achieve a long loading area.
The top view shows the articulated
Die Fig.3 zeigt eine spezielle Variante eines Gelenkwagens 1
in der Seitenansicht. Diese Variante ist für den Ladeverkehr
im engen Tunnelprofil geeignet. Dort ist ein großer Aufwand
bei der Vergrößerung des oberen Teils des Tunnel-Lichtraumes
erforderlich, jedoch ein geringerer bei der Erweiterung unten.
Aus diesem Grund wird bei dieser Variante des Gelenkwagens 1
beim Durchfahren enger Tunnel, im unteren erweiterten
Tunnel-Lichtraumprofil, der mittlere Teil des Gelenkwagens 1,
die Zwischenbrücke 6, abgesenkt. Auf den übrigen Strecken, für
die das große Fahrzeugumgrenzungsprofil gültig ist, wird die
Absenkung wieder rückgängig gemacht. Die linke Seite der Fig.3
zeigt diesen Normalzustand. Der Gelenkwagen 1 mit dem Gelenk 2
und dem Drehgestell/Fahrwerk 3 ist mit dem Zwischenwagen 4
durch Bogenführung 5 mit der Zwischenbrücke 6 genau wie bei
der Grundvariante verbunden. Die Zischenbrücke 6 ist jedoch
nahe der beiden Enden geteilt und mit einem Stirnteil 11
versehen und mittels arretierbarer Hebelmechanismen, in dem
gezeigten Beispiel Gelenkgetriebe 8, miteinander biegesteif
verbunden und mittels Antrieben 10 anheb- bzw. absenkbar ausgebildet.
Hierfür können auch bekannte Führungs- und Verbindungselemente
Anwendung finden. Die rechte Seite der Fig.3 zeigt
die abgesenkte Zwischenbrücke 6 für eine Fahrt im engen Tunnel,
was durch das Herabschwenken der arretierbaren Gelenkgetriebe
8 mittels Antrieben 10 erreicht wird.3 shows a special variant of an articulated
Die Fig.4 zeigt in Erweiterung der Variante nach Fig.3 ein
Teilstück des Gelenkwagens 1 in der Beladestellung. Entsprechend
der Ausgangsvariante nach Fig.1 sind die Gelenke 2, die
Drehgestelle/Fahrwerke 3, die Zwischenwagen 4 und die Bogenführung
5 angeordnet. Gegenüber Fig.3 ist die Teilung der Zwischenbrücke
6 und die arretierbaren Gelenkgetriebe 8 derart modifiziert,
daß sich die Zwischenbrücke 6 bis zur Beladestellung
anheben läßt. Infolgedessen kann die Ladefläche 7 mit der
Zwischenbrücke 6 fest verbunden werden. 4 shows an extension of the variant according to FIG
Section of the articulated
Claims (9)
- Articulated wagon for the combined transportation of a load, in particular for road vehicles, having:an intermediate platform (6) which encloses a loading surface (7), andtwo intermediate wagons (4) which each comprise two parts which are supported on a bogie or undercarriage (3), are connected to each other by a vertically movable joint (2) and horizontally form a flexurally rigid unit,it being possible for the articulated wagon (1) to be bent in the vertical plane only in the joints (2),the end sides of the intermediate platform (6) being coupled in each case to one of the intermediate wagons (4) in a horizontally rotatable manner via a curved guide (5), so that the articulated wagon (1) forms a flexurally rigid plate vertically from one joint to the other joint (2), andthe distance between the fictitious turning points (B) of the curved guides (5) being smaller than the distance between the supporting points (A) on the bogies or undercarriages (3).
- Articulated wagon according to Claim 1, the curved guide (5) being of flat or curved design and/or the outermost point of the curved guide (5) being selected to differ in length and being arranged on the central line of the intermediate wagon (4).
- Articulated wagon according to Claim 1 or 2, the loading surface being vertically movable via lifting mechanisms.
- Articulated wagon according to Claim 1 or 2, the intermediate platform being provided with a central part and end parts (11), the central part being connected in a flexurally rigid manner on the end parts (11) by means of lockable lifting mechanisms (8) and being designed in a manner such that it can be lowered and/or raised by means of drives (10), thereby enabling extreme vehicle boundary profiles to be observed in narrow tunnels.
- Articulated wagon according to one of Claims 1 to 4, the loading surface (7) in a trough of the intermediate platform (6) being equipped with known lifting mechanisms for loading and unloading.
- Articulated wagon according to one of Claims 1 to 5, the joints (2) being arranged in a spring-loaded manner in the longitudinal direction by means of known devices.
- Articulated wagon according to one of Claims 1 to 6, the curved guide being designed as a rolling-bearing curved guide.
- Articulated wagon according to Claim 7, the rolling-bearing curved guide being designed in such a manner that transverse and compressive forces are transmitted by the intermediate platform to the intermediate wagon and vice versa.
- Articulated wagon according to one of Claims 1 to 6, the curved guide being designed as a chain mechanism.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19740394A DE19740394C2 (en) | 1997-09-05 | 1997-09-05 | Articulated trolleys for combined loading, especially of road vehicles |
| DE19740394 | 1997-09-05 |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| EP0900707A1 EP0900707A1 (en) | 1999-03-10 |
| EP0900707B1 EP0900707B1 (en) | 2004-01-28 |
| EP0900707B9 true EP0900707B9 (en) | 2004-12-22 |
Family
ID=7842313
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP98115742A Expired - Lifetime EP0900707B9 (en) | 1997-09-05 | 1998-08-20 | Articulated wagon for combined transport, especially of road vehicles |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP0900707B9 (en) |
| AT (1) | ATE258512T1 (en) |
| CZ (1) | CZ289972B6 (en) |
| DE (1) | DE19740394C2 (en) |
| HU (1) | HU222792B1 (en) |
| PL (1) | PL189098B1 (en) |
| SK (1) | SK284394B6 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19911445C2 (en) * | 1997-09-05 | 2001-10-04 | Dwa Deutsche Waggonbau Gmbh | Articulated trolleys for combined loading, especially for road vehicles |
| DE19956036A1 (en) * | 1999-11-22 | 2001-07-05 | Dwa Deutsche Waggonbau Gmbh | Carriages for combined loading, especially for motor vehicles |
| DE10238982A1 (en) * | 2002-08-20 | 2004-02-26 | Rechner's Vertriebs- und Produktions-GmbH | Rail transport vehicle |
| CZ200541A3 (en) | 2005-01-20 | 2006-05-17 | KORSAKOV@Grigorij | Wagon for transportation of abnormal loads, particularly road vehicles |
| FR2960843B1 (en) * | 2010-06-04 | 2017-10-20 | Lohr Ind | TRANSPORT WAGON HAVING A COMPENSATION INTERFACE ABOVE THE GROUND AND THIS MAINLY BASED ON THE WEIGHT OF THE LOAD TO BE TRANSPORTED |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE440173C (en) * | 1926-06-30 | 1927-01-29 | Bergmann Elek Citaets Werke Ak | Equipment for the transport of large transformers on the railroad |
| FR2116694A5 (en) * | 1970-12-04 | 1972-07-21 | Venissieux Atel | |
| US4665834A (en) * | 1985-08-16 | 1987-05-19 | Sea-Land Service Inc. | Apparatus for intermodal transport of highway containers |
| GB2270663B (en) * | 1992-09-19 | 1995-12-13 | Powell Duffryn Standard Ltd | Bogie rail vehicles and methods of designing such vehicles |
| DE4236161C2 (en) * | 1992-10-21 | 1998-07-02 | Inst Schienenfahrzeuge | Carriage for combined loading |
| DE4240989C2 (en) * | 1992-12-05 | 1997-02-06 | Opel Adam Ag | Floor conveyor |
| DE4320583A1 (en) * | 1993-06-17 | 1994-12-22 | Deutsche Bahn Ag | Bogie for railway vehicles |
-
1997
- 1997-09-05 DE DE19740394A patent/DE19740394C2/en not_active Expired - Fee Related
-
1998
- 1998-08-20 EP EP98115742A patent/EP0900707B9/en not_active Expired - Lifetime
- 1998-08-20 AT AT98115742T patent/ATE258512T1/en not_active IP Right Cessation
- 1998-08-31 SK SK1202-98A patent/SK284394B6/en unknown
- 1998-09-02 PL PL98328325A patent/PL189098B1/en not_active IP Right Cessation
- 1998-09-03 HU HU9802003A patent/HU222792B1/en not_active IP Right Cessation
- 1998-09-07 CZ CZ19982848A patent/CZ289972B6/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| HU9802003D0 (en) | 1998-10-28 |
| DE19740394C2 (en) | 2000-08-10 |
| EP0900707B1 (en) | 2004-01-28 |
| HUP9802003A2 (en) | 1999-06-28 |
| HU222792B1 (en) | 2003-10-28 |
| ATE258512T1 (en) | 2004-02-15 |
| PL328325A1 (en) | 1999-03-15 |
| DE19740394A1 (en) | 1999-03-18 |
| EP0900707A1 (en) | 1999-03-10 |
| HUP9802003A3 (en) | 2000-02-28 |
| CZ289972B6 (en) | 2002-05-15 |
| CZ284898A3 (en) | 1999-03-17 |
| PL189098B1 (en) | 2005-06-30 |
| SK284394B6 (en) | 2005-03-04 |
| SK120298A3 (en) | 1999-06-11 |
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