EP1067034B1 - Rollende Eisenbahn - Vorrichtung, insbesondere für den Transport von Strassenfahrzeugen - Google Patents

Rollende Eisenbahn - Vorrichtung, insbesondere für den Transport von Strassenfahrzeugen Download PDF

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Publication number
EP1067034B1
EP1067034B1 EP00114353A EP00114353A EP1067034B1 EP 1067034 B1 EP1067034 B1 EP 1067034B1 EP 00114353 A EP00114353 A EP 00114353A EP 00114353 A EP00114353 A EP 00114353A EP 1067034 B1 EP1067034 B1 EP 1067034B1
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EP
European Patent Office
Prior art keywords
equipment according
railway equipment
rolling
wagons
plates
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Expired - Lifetime
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EP00114353A
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English (en)
French (fr)
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EP1067034A1 (de
Inventor
Jean-Michel Ven
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Individual
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Individual
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/16—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 present invention relates to rolling railway equipment, in particular for the transport of heavy road vehicles, comprising a set of wagons, in particular platform wagons provided with rolling means on rails and connected together by coupling means.
  • the loading gauge has a minimum height of 6 meters in the United States and the railways do not include overhead lines, which makes the rail infrastructure particularly well suited to the rail-road concept, since it does not requires no modification or adaptation before the concept can be implemented with existing road vehicles.
  • the cross-channel tunnel has a gauge of 5.5 meters and the rolling stock comprises platform wagons equipped with two bogies of the Y25LD type and whose height to the rail is 1100 mm.
  • the gauge is high enough to allow the loading of all types of heavy vehicles currently in circulation and to also allow the presence of transverse beams which constitute a rustic superstructure protecting the load against a fall of catenary.
  • the most generous gauge available is the UIC506GB1 reference gauge whose height for a pavilion with a width of 2550 to 2600 mm is 4180 mm for the rail.
  • the German solution is therefore not applicable in France, because it would only transport road vehicles with a height of 3580 mm at most. These vehicles are very rare and have no economic interest.
  • the purpose of the present invention is to overcome the drawbacks of known equipment and to provide a technically feasible and economically advantageous solution, which can be implemented quickly without imposing new regulatory restrictions on road vehicles, or additional drilling of more than 1, 3 meters in height of tunnels and structures, which would prove ruinous and necessarily punctual.
  • another object of the invention is to propose a universal concept allowing the putting into practice of the "rail motorway" across all of Europe, in other words a bimodal trans-European solution.
  • the rollers are mounted freewheeling on the blades of the rolling means.
  • the wagons also comprise braking means independent of the rolling means, said braking means comprising longitudinal movable pads, arranged in alignment with the rollers, in the space which separates two contiguous blades, substantially parallel to the rails.
  • the lower part of the blades of the rolling means located below the bearing surface of the rollers on the rails is arranged to constitute the means for lateral and longitudinal guidance of the wagons and has a profile with variable evolution.
  • the movable pads are equipped with brake linings arranged to cooperate with the head of the head of the rails.
  • the braking force is applied directly to the rails and not to the rollers, which avoids overheating of the latter when braking and eliminates the risk of the rollers engaging, especially in wet weather.
  • said pads are arranged over a relatively large distance so that the heating which results from braking can dissipate easily, which could not be the case if braking was designed conventionally on small diameter wheels.
  • each wagon comprises a rigid, unsprung structure carrying at least two blades provided with casters as well as said coupling means, and a suspended structure, without connection with the other wagons, designed to carry in particular road vehicles of the type heavyweight.
  • each wagon may comprise at least two rigid unsprung structures each carrying at least two blades, and a suspended structure carrying said coupling means, arranged to carry in particular road vehicles of the heavy goods vehicle type.
  • the blades and the unsprung structure are linked by assembly means arranged to allow differential angles of pitch or yaw between the blades respectively disposed on each side of the wagons.
  • said assembly means comprise at least one support profile associated with each blade of the rolling means and with the structure not suspended by means of juxtaposed plates.
  • said braking means of each wagon is associated with said suspended structure and, for each wagon, the suspended structure is coupled to the unsprung structure by pneumatic suspension means.
  • the pneumatic suspension means preferably comprise at least one air cushion associated with pressurizing means. Therefore, the suspension only applies to the transported load, called pay load, and the unsprung, very rigid structure, ensures continuity, without vertical offset due to the suspension, especially longitudinal forces and isostatic carrying of the overall rail load.
  • said pressurizing means are arranged to lift the suspended structure in a sufficient manner with respect to the unsprung structure to release the movable shoes from the braking means. upper part of the rail head, when the braking means are deactivated and to lower said suspended structure sufficiently in relation to the unsprung structure, under the effect of the load, in particular of heavy goods vehicles, to bring the skids mobile braking means in contact with said upper part of the head of the rails, when these braking means are activated.
  • the braking force is applied directly by the payload itself, via the brake pads brought to bear on the rails, and the braking control, by vacuum of the air cushion, can be made safer and more effective while being considerably simplified.
  • the periodicity or longitudinal distance between two contiguous blades is advantageously between 1 and 10 meters and preferably between 1.3 and 3.5 meters.
  • This periodicity which is considerably reduced compared to conventional dimensions usually located between 6 and 20 meters, is preferably equal to 2.85 meters or 1.425 meters and allows, by the effects it induces, to increase by about 10% the number of trucks transported for a train conventionally limited to 750 meters in length and comprising two locomotives and two passenger cars.
  • the independent rollers each comprise a rim tightened on an outer ring of at least one bearing having an inner ring mounted sliding on a spindle rigidly fixed on the corresponding blade.
  • the rollers each have two non-rotating seals provided with lips which rub on the lateral faces of the outer ring of the bearing.
  • the rim can be either of the monobloc type, or produced in two coaxial parts made integral with one another.
  • This construction of the casters has the advantage of ensuring economical maintenance and of guaranteeing a long service life due to the absence of a flange.
  • These castors allow radial wear twice as large as for a conventional wheel without requiring a renovation of the wheel profile, commonly called "reprofiling".
  • the rolling railway equipment 10 consists of wagons 11 articulated to each other so as to constitute a continuous floor which allows the loading in line in particular of heavy road vehicles 12.
  • the vehicles concerned are in in particular five-axle semi-trailers (Figure 1A), six-axle semi-trailers (Figure 1B), six-axle road trains (Figure 1C), and short five-axle semi-trailers (Figure 1D), which make up the vast majority of road transport vehicles currently used, particularly in Europe.
  • Road vehicles 12 and wagons 11 are shown to scale. As the figures show, the road vehicles extend over several successive wagons, which is made possible by the fact that these wagons, coupled to each other, constitute a large continuous platform.
  • the wagons 11 are coupled to each other by coupling means 9 which are illustrated in more detail in FIG. 7.
  • the wagons are provided, at each of their ends, with rolling means 13.
  • the rolling means are n + 1 , n being the number of wagons.
  • each of the rolling means 13 is assigned to two contiguous wagons, except of course at the end of the train. This method of coupling the cars is particularly advantageous because of the anti-tip safety of the cars following a derailment.
  • the rolling means 13 each comprise a blade 14 provided with at least one pair of independent rollers 15 arranged in line and mounted freewheeling on this blade.
  • the blades 14 therefore have a first function of supporting the rollers 15. They also have a second function of longitudinal and lateral guiding of the wagons 11 relative to the rails, a function which will be described in more detail with reference to FIGS. 6A and 6B. Between two blades 14 corresponding to the rolling means 13 of the same wagon, there is provided a braking system 16 which has the particularity of being independent of the rollers 15. This system will be described in more detail with reference to FIG. 4B.
  • Each wagon 11 is composed of a rigid, unsprung structure 17, shown in perspective view in FIG. 3A and partially in section through FIG. 3B, and a suspended supporting structure 18, shown in perspective view in FIG. 4A and partially in section through FIG. 3B.
  • the two respectively suspended and unsprung structures are linked together by pneumatic suspension means 19 represented in perspective by FIG. 3A and in section by FIG. 3B.
  • the rigid unsprung structure 17 carries two blades 14 as well as said coupling means 9 in the form of spherical type couplings, and the suspended structure 18, which is arranged to carry the road vehicles 12, has no connection with the other wagons.
  • the wagons are of the "isolated" type.
  • the wagons can comprise at least two rigid unsprung structures, each comprising at least at least two blades, and a suspended structure provided with coupling means in the form of couplings of the pseudo-spherical type.
  • the rigid unsprung structure 17 comprises a central chassis in the form of a longitudinal beam 20, the ends of which carry the coupling means 9 of the wagons 11, and which comprises, near one of its ends, two lateral supports 21 to which the blades 14 carrying the rollers are fixed 15.
  • the beam 20 also carries the pneumatic suspension means 19 produced for example in the form of cushions 22.
  • these cushions 22 have a circular shape and are at number of three per wagon. The invention is not limited either by the shape of the cushions or by their number which can vary from one construction to another.
  • FIG. 3B illustrates an advantageous embodiment of the cushions 22, placed in their context, namely between the rigid unsprung structure 17 and the suspended structure 18.
  • These cushions 22 comprise two rigid circular flanges 23 and 24, preferably made of steel, assembled by a substantially toroidal flange 25 of rubber, the sides of which are crimped in side clamps 26a, 26b respectively integral with the suspended structure 18 and the unsprung structure 17.
  • An anti-crushing pad 27 is disposed between the lower flange 24 and the upper surface of the unsprung structure 17.
  • Stroke limitation pins 28 are arranged on the periphery of the cushion 22 to prevent excessive relative movement of the suspended structure 18 relative to the unsprung structure 17.
  • the attachment flank clamps 26a with the suspended structure 18 is made by means of threaded rods passing through the latter, which has the shape of a flat at or from a profiled platform.
  • the wall clamps 26b and the unsprung rigid structure 17 are fixed by means of threaded rods passing through the central chassis in the form of a longitudinal beam 20.
  • the cushions 22 are connected to pressurizing means 29 which may be formed , as illustrated in FIG. 4A, by the general control of the train, which is integral with the locomotive or, in one in another variant not shown, by means independent of this control and arranged on each wagon.
  • the suspended structure 18 consists of a platform having an ⁇ profile, the central part 18a of which, raised relative to the lateral parts 18b, is supported by the cushions 22 of the pneumatic suspension means 19. Between two side parts 18b Adjacent to the suspended structure, there are the lateral supports 21 which ensure the continuity of the surface of the wagons carrying the heavy vehicles.
  • This reduction in the values of the periodicity makes it possible, on the one hand, to considerably lower the wagons and to reach a preferential loading height of 150 mm to 200 mm relative to the rail for an application to the rail-road carrying of trucks having a height of the order of 4 meters.
  • it reduces the vertical jibs of construction in anticipation of passing over the concave or convex bumps of the tracks.
  • It also makes it possible to reduce the vertical play in the construction of the static elastic jib which is legally limited to 3/1000 of the periodicity between the rolling means.
  • it allows a better statistical distribution of the turning axes of road vehicles. This last advantage leads to an increase of around 10% in the number of vehicles transported compared to a known system according to which a loading platform corresponds to a single truck or to a system according to which two loading platforms correspond to a truck.
  • FIG. 4B is a partial section view illustrating the braking system 16.
  • This system essentially consists of longitudinal iron pads 30, arranged in alignment with the rollers 15, in the space which separates two contiguous blades 14, substantially parallel to the rail. These pads preferably have an I shape, and comprise a central branch 31 disposed substantially vertically, an upper transverse branch 32 and a lower transverse branch 33. These pads 30 are fixed by their upper transverse branch 31 to the suspended structure.
  • the lower transverse branch 33 is provided with a suitable brake lining 34 which is made integral with the lower surface of this branch by a bonding technique autogenous. This lining 34 is arranged to cooperate directly with the upper surface of the head of a rail 35.
  • the braking system 16, that is to say the pad 30 fitted with the brake lining 34 is fixed to the lateral part 18b of the ⁇ platform forming the suspended structure 18 by means of pins 36.
  • braking takes place when the suspended structure 18 descends so as to bring the brake lining 34 into contact with the rail 35. This movement takes place following a sufficient lowering of this suspended structure due to the deflation of the cushions 22 pneumatic suspension means 19. Consequently, the braking force is applied by gravity and depends on the load carried by the suspended structure. At low load, the braking force is lower than at heavy load. However, this force is sufficient to ensure effective braking of the wagons, regardless of the load transported. It is at least equal to the force due to the own weight of the suspended structure when the wagons run empty.
  • the caster 15 comprises a stepped spindle 40 hooped in the blade 14 and sealed by a plug 41 secured to this blade.
  • Two bearings 42 and 43 are mounted on the stepped spindle 40 and serve as support for the rim 44 of the rollers 15, of slightly frustoconical shape, which is supported on the rails.
  • Bearings 42 and 43 are of the asymmetric inner flange type. Their inner ring is slippery and their outer ring is tight.
  • An outer cap 45 compatible with existing track brakes, is fixed to the spindle 40 by means of countersunk bolts 46.
  • a ring serving as a spacer 47 is disposed between the blade 14 and the bearing 43.
  • Two lip seals , 48 and 49 respectively, are mounted in such a way that the lips rub against the outer rings of the bearings.
  • the outer rim 44 is of the one-piece type.
  • this external rim 44 is produced in two parts linked by autogenous bonding in the factory, an external part 44a which is in contact with the rail, an internal part 44b which is in contact with the bearings 42 and 43 and a layer 44c of junction between the two parts 44a and 44b.
  • the other elements are identical and, therefore, keep the same reference numbers.
  • FIGS. 6A and 6B are views respectively from the front and in section of the means for assembling the blade 14 carrying the rollers 15 to the unsprung structure 17 and the guide means provided on this blade.
  • the blade 14 is integral with the unsprung structure 17 of the wagons in such a way that it is relatively flexible in rotation about the axis Z, perpendicular to the loading surface of the wagons, for passing in curves, and relatively flexible in rotation around the Y axis, transverse with respect to the wagons, for bumpy passages.
  • This flexibility is obtained for example by fixing by means of two juxtaposed plates 50 and 51 whose upper ends are integral, between two rollers 15, lateral supports 21 of the unsprung structure 17 and whose lower ends are fixed to a profile support 52 integral with the blade 14 and disposed above the bearing surface of the rollers 15.
  • the dimensions and the positioning of these elements are defined so that the lower part 14a of the blade is located approximately thirty millimeters below of the level of the contact surface between the caster 15 and the rail 35 in order to define means for guiding the wagons.
  • the blade 14 is provided with a variable evolution profile.
  • the fixing of the plates 50 and 51 to the supports 21 of the unsprung structure 17 is preferably done by means of screws or bolts rather than by means of welds, to make these components removable and thus facilitate maintenance.
  • the attachment of the support profile 52 to the blade 14 it can be done by welding since it is a safety piece which has no reason to wear out.
  • FIG. 7 represents a sectional view of an embodiment of the coupling means 9 of the contiguous wagons 11.
  • These coupling means are in the form of a spherical shock and traction coupling 60 comprising a male part 61 secured to one end of the unsprung structure 17 of a first wagon and a female part 62 secured to a adjacent end of the unsprung structure of a second car.
  • the male part comprises a stepped hooped or welded shaft which is engaged in the female part 62 comprising a radial ball joint 63 which makes it possible to ensure the transmission of longitudinal forces and transverse forces, and an axial ball joint 64 which makes it possible to ensure transmission vertical efforts.
  • the centers of rotation of the radial ball joint 63 and the axial ball joint 64 are combined.
  • This embodiment of such equipment makes it possible to take into account the problems linked to the circulation of trucks by having equipment which, without any modification of the infrastructure of the rail network, is compatible with the existing gauges of several countries.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Platform Screen Doors And Railroad Systems (AREA)
  • Vehicle Body Suspensions (AREA)
  • Heat Treatment Of Articles (AREA)
  • Rollers For Roller Conveyors For Transfer (AREA)
  • Handcart (AREA)
  • Forging (AREA)

Claims (18)

  1. Rollende Eisenbahn-Vorrichtung, insbesondere für den Transport von Straßenfahrzeugen vom Typ LKW, mit einer Einheit von Wagen (11), insbesondere von Plattformwagen, die mit Mitteln zum Laufen auf Schienen versehen und durch Kopplungsmittel untereinander verbunden sind, dadurch gekennzeichnet, dass die genannten Laufmittel (13) Paare von Blechen (14), die mit unabhängigen, in einer Reihe angeordneten Rollen (15) versehen sind, sowie Längs- und Seitenführungsmittel aufweisen, die von den Rollen (15) unabhängig und an den Blechen (14) angeordnet sind, und dass die Kopplungsmittel (9) sphärische oder pseudosphärische Kupplungen enthalten, die angeordnet sind, um Stoß- und Zugkupplungen (60) zu bilden.
  2. Rollende Eisenbahn-Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die unabhängigen Rollen (15) im Freilauf an den Blechen (14) angebracht sind.
  3. Rollende Eisenbahn-Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Wagen (11) auch Bremsmittel (16) aufweisen, die von den Laufmitteln (13) unabhängig sind, wobei die Bremsmittel (16) bewegliche Längsschuhe (30) aufweisen, die in der Geraden der Rollen (15) in dem Raum, welcher zwei benachbarte Bleche (14) trennt, im Wesentlichen parallel zu den Schienen angeordnet sind.
  4. Rollende Eisenbahn-Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass der Teil (14a) der Bleche (14), der sich unterhalb der Stützfläche der Rollen (15) auf den Schienen befindet, angeordnet ist, um die Seiten- und Längsführungsmittel zu bilden und ein Profil mit veränderlichem Verlauf aufweist.
  5. Rollende Eisenbahn-Vorrichtung nach Anspruch 3, dadurch gekennzeichnet, dass die beweglichen Schuhe (30) mit Bremsbelägen (34) versehen sind, welche angeordnet sind, um mit dem oberen Ende des Kopfes der Schienen (35) zusammenzuwirken.
  6. Rollende Eisenbahn-Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass jeder Wagen (11) eine steife, nicht gefederte Struktur (17) aufweist, die wenigstens zwei Bleche (14) und die Kopplungsmittel (9) trägt, sowie eine gefederte Struktur (18), ohne Verbindung mit den anderen Wagen, welche angeordnet ist, um insbesondere Straßenfahrzeuge vom Typ LKW (12) zu tragen.
  7. Rollende Eisenbahn-Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass jeder Wagen (11) wenigstens zwei starre, nicht gefederte Strukturen (17), die jeweils wenigstens zwei Bleche (14) tragen, sowie eine gefederte, die Kopplungsmittel (9) tragende Struktur (18) aufweist, welche angeordnet ist, um insbesondere Straßenfahrzeuge vom Typ LKW (12) zu tragen.
  8. Rollende Eisenbahn-Vorrichtung nach den Ansprüchen 6 und 7, dadurch gekennzeichnet, dass die Bleche (14) und die nicht gefederte Struktur (17) über Verbindungsmittel verbunden sind, welche angeordnet sind, um zwischen den jeweils auf jeder Seite der Wagen (11) angeordneten Blechen (14) differentiale Stampf- oder Scherwinkel zuzulassen.
  9. Rollende Eisenbahn-Vorrichtung nach Anspruch 8, dadurch gekennzeichnet, dass die Verbindungsmittel wenigstens ein Stützprofil (52) aufweisen, das mittels nebeneinander gelegter Platten (50, 51) jedem Blech (14) und der nicht gefederten Struktur (17) zugeordnet ist.
  10. Rollende Eisenbahn-Vorrichtung nach den Ansprüchen 3 und 7, dadurch gekennzeichnet, dass die Bremsmittel jedes Wagens der gefederten Struktur (18) zugeordnet sind.
  11. Rollende Eisenbahn-Vorrichtung nach den Ansprüchen 6 und 7, dadurch gekennzeichnet, dass die gefederte Struktur (18) für jeden Wagen (11) über pneumatische Federungsmittel (19) mit der nicht gefederten Struktur (17) gekoppelt ist.
  12. Rollende Eisenbahn-Vorrichtung nach Anspruch 11, dadurch gekennzeichnet, dass die pneumatischen Federungsmittel (19) wenigstens ein Luftkissen (22) aufweisen, das Mitteln (29) zum Unterdrucksetzen zugeordnet ist.
  13. Rollende Eisenbahn-Vorrichtung nach den Ansprüchen 5 und 12, dadurch gekennzeichnet, dass die Mittel (29) zum Unterdrucksetzen angeordnet sind, um die gefederte Struktur (18) gegenüber der nicht gefederten Struktur (17) ausreichend anzuheben, um die beweglichen Schuhe (30) der Bremsmittel (16) vom oberen Teil des Kopfes der Schienen (35) zu lösen, wenn die Bremsmittel deaktiviert sind, und um die gefederte Struktur (18) unter der Wirkung der Last der Fahrzeuge vom Typ LKW (12) gegenüber der nicht gefederten Struktur (17) ausreichend abzusenken, um die beweglichen Schuhe (30) der Bremsmittel (16) mit dem oberen Teil des Kopfes der Schienen (35) in Kontakt zu bringen, wenn die Bremsmittel aktiviert sind.
  14. Rollende Eisenbahn-Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Periodizität zwischen zwei benachbarten Blechen (14) zwischen 1 und 10 Metern und vorzugsweise zwischen 1,3 und 3,50 Metern liegt.
  15. Rollende Eisenbahn-Vorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die unabhängigen Rollen (15) eines Blechs (14) jeweils eine Felge (44) aufweisen, die auf einen Außenring wenigstens eines Lagers (42, 43) gedrückt ist, das einen Innenring aufweist, welcher an einem an dem Blech starr befestigten Zapfen (44) gleitend angebracht ist.
  16. Rollende Eisenbahn-Vorrichtung nach Anspruch 15, dadurch gekennzeichnet, dass die Rollen (15) jeweils zwei nicht drehbare Dichtungen (48, 49) aufweist, die mit Lippen versehen sind, welche an den Seitenflächen des Außenrings der Lager (42, 43) reiben.
  17. Rollende Eisenbahn-Vorrichtung nach Anspruch 15, dadurch gekennzeichnet, dass die Felge (44) vom Typ aus einem Stück bestehend ist.
  18. Rollende Eisenbahn-Vorrichtung nach Anspruch 15, dadurch gekennzeichnet, dass die Felge (44) aus zwei koaxialen, fest miteinander verbundenen Teilen (44a, 44b) ausgebildet ist.
EP00114353A 1999-07-06 2000-07-05 Rollende Eisenbahn - Vorrichtung, insbesondere für den Transport von Strassenfahrzeugen Expired - Lifetime EP1067034B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9908893 1999-07-06
FR9908893A FR2796026B1 (fr) 1999-07-06 1999-07-06 Equipement ferroviaire roulant notamment pour le transport de vehicules routiers lourds

Publications (2)

Publication Number Publication Date
EP1067034A1 EP1067034A1 (de) 2001-01-10
EP1067034B1 true EP1067034B1 (de) 2004-03-31

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EP00114353A Expired - Lifetime EP1067034B1 (de) 1999-07-06 2000-07-05 Rollende Eisenbahn - Vorrichtung, insbesondere für den Transport von Strassenfahrzeugen

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EP (1) EP1067034B1 (de)
AT (1) ATE263050T1 (de)
DE (1) DE60009392T2 (de)
FR (1) FR2796026B1 (de)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016203564B4 (de) * 2016-03-04 2020-09-03 Deutsche Bahn Ag Vorrichtung zur Fixierung von auf einem schienengebundenen Transportwagen zu transportierten Automobilen (PKW)

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH372337A (de) * 1959-10-14 1963-10-15 Schweiz Wagons Aufzuegefab Bremseinrichtung an Schienenfahrzeugen
US3095987A (en) * 1959-11-19 1963-07-02 Donald E Sable Piggy-back transportation system
DE3324452A1 (de) * 1983-07-07 1985-01-17 Walter Prof. Dr.-Ing. 6380 Bad Homburg Schmitz Eisenbahn-radsatzkette
US4718351A (en) * 1985-09-16 1988-01-12 General Signal Corporation Articulated coupling for integral trains
GB2276598A (en) * 1993-04-01 1994-10-05 Prior Alan J A railway vehicle for carrying trailers
SE9503808L (sv) * 1995-10-30 1996-10-28 Skf Ab Vagnskoppelenhet

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DE60009392D1 (de) 2004-05-06
ATE263050T1 (de) 2004-04-15
DE60009392T2 (de) 2005-03-10
EP1067034A1 (de) 2001-01-10
FR2796026B1 (fr) 2001-09-21
FR2796026A1 (fr) 2001-01-12

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