EP1736391B1 - Dispositif et procédé pour le chargement des remorques sur wagons de chemin de fer - Google Patents

Dispositif et procédé pour le chargement des remorques sur wagons de chemin de fer Download PDF

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Publication number
EP1736391B1
EP1736391B1 EP06010645A EP06010645A EP1736391B1 EP 1736391 B1 EP1736391 B1 EP 1736391B1 EP 06010645 A EP06010645 A EP 06010645A EP 06010645 A EP06010645 A EP 06010645A EP 1736391 B1 EP1736391 B1 EP 1736391B1
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EP
European Patent Office
Prior art keywords
trailer
wagon
set forth
tractor
train
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Not-in-force
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EP06010645A
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German (de)
English (en)
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EP1736391A1 (fr
Inventor
Raimund Dr. Mildner
Alexander Mildner
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Individual
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Individual
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D47/00—Loading or unloading devices combined with vehicles, e.g. loading platforms, doors convertible into loading and unloading ramps
    • B61D47/005—Loading or unloading devices combined with road vehicles carrying wagons, e.g. ramps, turntables, lifting means

Definitions

  • the invention relates to a method and a device for loading trailers on railway wagons, wherein a trailer is rolled from a longitudinal end of a wagon on this.
  • railway wagons have been developed which allow the trailers to roll laterally onto the wagons.
  • this loading technology In order to use this loading technology on a large scale, however, it is necessary to replace the previously used wagons with the new wagons, which would require large investments and for that reason is not possible.
  • DE 8 914 264 U1 also describes a rail-mounted towing device for towing means of transport, preferably railway vehicles, which can be coupled to the means of transport by means of a pivoting arm.
  • the swivel arm makes it possible to guide the towing device not in front of but next to the means of transport to be towed, so that the towing device does not block the transport of a transport means to be transported on the same Tranksportweg.
  • this towing device also has the basis of their rail binding US 2,884,870 known drawbar described disadvantages and is not suitable. Trailer at any point on the road record and to load on railway cars.
  • a suitable device goes out US 3,260,385 out.
  • two spaced posts the upper ends of which are connected to a transverse strut, form a frame-like chassis open to the floor.
  • a saddle is guided in the vertical direction movable.
  • the chassis of the device When loading a trailer on a railroad car, the chassis of the device surrounds both the railroad car and the moving trailer.
  • the height and width of the device are correspondingly large. These large dimensions usually make it impossible to take trailers in crowded conditions, such as on ro / ro ships or to spend there.
  • the device is moved in the process of the trailer on a train on both sides of the waggons next to this, which makes career required on both sides of the track with a correspondingly large amount of space.
  • the trailers are loaded for loading the railway wagons from a longitudinal end of the wagon on the wagon or train, as is done for example in conventional car trains.
  • a towing device is used in the method according to the invention, which pulls the trailer on the railroad car.
  • the traction device is designed so that it is laterally of the clearance gauge of the wagon, ie laterally moved the loaded rail cars parallel to the longitudinal direction. Ie. the towing device does not move directly on the wagon itself, but outside the clearance gauge of the wagon, ie the cross-sectional area occupied by the loaded wagon.
  • the trailers can also be unloaded from the wagon by the pulling device moving laterally of the wagon pulling down the trailer in the longitudinal direction from the wagon.
  • the pulling device preferably has a gripping element which extends into the gauge of the loaded wagon.
  • the running surface on which the pulling device moves is in any case outside the gauge of the wagon, d. H. spaced from the car, so that the towing device can move independently of the cars.
  • Ro / Ro tractors are used, which are known under the name "Tugmaster" and used in ports to move there, the trailer, which are loaded without semi-trailer on ships.
  • These Ro / Ro tractors are inventively equipped so that they can serve as traction devices for loading the trailer on railway cars. This allows, for example, that by means of the tractors the trailers are pulled from a ship and can then be loaded directly onto railway trains without the trailers being able to be picked up by other handling devices. This ensures a very fast and effective loading of the trailer without the need for special trailers or trains.
  • the inventive method is used so that an entire train consisting of several wagons is loaded with trailers that the trailer are each rolled from one longitudinal end of the train, preferably all from the same longitudinal end ago, on them from one to a separate tread laterally of the gauge of the train moving pulling device are pulled.
  • a ramp is provided, which adjoins the last wagon of the train, over which the trailers are rolled onto the train.
  • the track on which the train is located terminates at the front of a corresponding ramp, as known from automobile loading points to car trains.
  • the tread is expediently designed to extend parallel to the track over the entire length of the train, so that the towing device can move parallel to the train over its entire length.
  • the trailer can be pulled from one longitudinal end on the train and the entire train to be loaded in this way. More preferably, more than one traction device can be used to facilitate rapid loading to allow the train. In this way, several trailers can be moved simultaneously one behind the other on the train to be loaded.
  • the traction device is guided on a guide track, which extends parallel to the wagon or to a train consisting of several cars train.
  • This guideway ensures that the traction device moves parallel to the wagons, so that the trailers grabbed by the traction device can be moved exactly in the longitudinal direction of the train and not be pulled down unintentionally laterally from the train.
  • the guideway may also be formed on the wagon itself.
  • the traction device preferably grips the trailers at their front end for receiving at a tractor.
  • the drawbar grips the trailer with its kingpin, with which the trailer otherwise attack the coupling on a semi-trailer.
  • the traction device preferably grips the trailer with its kingpin, with which the trailer otherwise attack the coupling on a semi-trailer.
  • the clutches which are formed on the trailers to standardized clutches, so that a trained traction device can grip and load substantially all trailers in use in the road.
  • the drawbar may also raise the trailer preferably at its front end so far that the feet on which the trailer stand at uncoupled tractor are lifted off the ground and the trailer can be rolled alone on their wheels.
  • the trailer part of the towing vehicle is moved away from the wagon with respect to the longitudinal direction of the wagon to the side.
  • the trailer engaging part of the pulling device engages during the loading process in the clearance space or the light space limit of the train, so that the clutch which engages the trailer, preferably located approximately in the middle of the wagon width to the trailer in To be able to move longitudinally on the wagon.
  • the trajectory of the traction device, or the running surface of the traction device on which it moves is located outside the gauge of the train.
  • the engaging in the clearance profile of the pulling device which grabs the trailer is moved out of the gauge space after the loading process of the trailer or swung so that the traction device can then move without the trailer outside of the clearance space to take a next trailer and to load. Further, the fully loaded train may move relative to the towing means without obstructing the movement of the train.
  • the part of the traction device which is to grip the trailer is first moved from the side over the wagon to grasp the trailer at its front end. Subsequently, the trailer is pulled by movement of the traction device of the car or train.
  • the method according to the invention is carried out in such a way that a towing vehicle travels as a traction device laterally offset parallel to the wagon or the train. Ie. the tractor moves laterally offset from the train parallel to the moving on the train or wagon trailer, said tractor and trailer via an element of the draw gear z. B. a holding arm are connected together.
  • the invention further relates to a device for loading trailers on railway wagons, with which the method described above can be carried out.
  • the apparatus comprises a towing device formed by a ro / ro tractor which is movable laterally of a track outside the clearance gauge of the loaded car parallel to the track without colliding with the railroad cars or the trailers mounted thereon.
  • a holding device with a coupling for detachable coupling is attached to a trailer. With this clutch, the trailers can be gripped to be rolled by the moving towing device.
  • the holding device is designed so that by means of the coupling trailer can be taken if they are arranged on a wagon standing on the track, while the traction device, ie in particular their Verfahr- or drive unit outside the gauge of the train is arranged. Ie. the holding device engages from the outside in the clearance profile of the train to take the trailer there. However, the movement of the traction device is generated outside the gauge of the train or wagons. Ie. in particular that the traction device does not roll on the wagons itself driven. Thus, the towing device does not move in front of the trailer to be pulled, but offset parallel to this on a separate lane.
  • the pulling device is designed such that it moves or rolls on a track or running surface which extends parallel to the track. Only a part of the traction device engages in the area above the railway wagons in order to move there trailers and to pull in the longitudinal direction of the wagons for loading and unloading the wagons.
  • the holding device is designed so that it is movable transversely to the direction of extension of the track in the clearance profile and out of this. This makes it possible that when the trailers are behind each other on a railroad car, so that little space between the successive trailers remains, the holding device between the individual trailers can be moved away from the wagon or moved to this.
  • the trailers are pulled by means of the holding device in the longitudinal direction of the train or its wagons.
  • the coupling of the holding device is released and the holding device then moves laterally, ie transversely to the direction of movement of the trailer, in particular normal to the direction of movement of the trailer from the gauge of the train out. This can be done by a linear or pivoting movement.
  • the holding device can be pivotable on the pulling device.
  • the holding device can also be telescoped be designed to be moved out of the gauge of the car can.
  • the holding device preferably has a coupling corresponding to a kingpin of trailers. This makes it possible to take almost all popular trailers, which are provided with such kingpin for coupling to semi-trailer, and loaded with the inventive device on railway cars or unloading of railway cars.
  • the clutch is designed as an automatic clutch, d. H. in that the coupling can be remotely opened and closed automatically by an operator of the towing device or also in order to disconnect and couple the holding device from the trailer.
  • a carrying roller rolling on the ground is arranged in the vicinity of the coupling on the holding device.
  • the weight of the trailer at the front end where usually no axles are arranged, can be transmitted directly to the ground, in order to minimize the load on the holding device and the moment load on the pulling device.
  • the support roller is moved together with the holding device transversely to the direction of movement of the trailer from the gauge of the train or wagon out.
  • the support roller may be designed so that it can be lifted to be brought out of contact from the top of the railway car to be moved and, for example, over the side edge of the railroad car.
  • the traction device is formed by a tractor for trailers, on which the holding device is designed as a pivotable arm, which is rotatably attached with its first end to the tractor and at the second end of the clutch is arranged.
  • tractors are known under the name "Tugmaster" and are, as stated above, used to move the trailer, for example, on harbor grounds.
  • the holding device can be designed as an additional part, which can be mounted on conventional tractors.
  • the holding device is designed so pivotable on the tractor that during normal movement of the trailer on the road or a parking space, the trailer are pulled in the direction of travel behind the tractor.
  • the support arm When the trailers are then to be rolled onto the carriages, the support arm is pivoted so that it extends transversely or preferably to an angle of about 45 ° to the direction of travel of the tractor and to the direction of travel of the trailer. In this case, the support arm rotates both on the trailer and on the clutch, which holds him to the trailer, so that the trailer is then offset laterally to the tractor and is moved parallel to this when driving the tractor. In this way, the trailer can then be pulled onto the railroad car and moved longitudinally over the train while the tractor moves laterally of the train parallel to it. Ie. Trailer and tractor move in separate, parallel lanes.
  • the arm is movable in a horizontal plane relative to the tractor and the clutch or a trailer coupled to achieve this previously described offset between the trailer and tractor for loading and unloading the railway wagons.
  • the support arm rotates directly in the clutch to the kingpin of the trailer.
  • a lifting device is provided, by means of which the arm or the coupling with respect to the tractor is vertically movable.
  • This lifting device makes it possible to lift the trailer to lift the feet of the trailer at the front end of the trailer from the ground without having to fold the feet.
  • the trailers are moved up a ramp, as the surface of the railway wagons is usually located higher than the level of the road or the place where the trailers are fed. Since the tractor moves according to the invention but on this road surface or parallel to this place, there is a vertical offset between the trailer and tractor during loading, which is compensated by the lifting device.
  • the arm forming the holding device can be locked in at least one angular position on the tractor. This is preferably the angular position in which the trailer is moved parallel to the tractor, d. H. in particular the angular position in which the arm extends in the horizontal plane at approximately 45 ° to the direction of travel of the tractor. More preferably, the arm is still in a second position in which it extends substantially in the direction of travel of the tractor, lockable or limited in its swing angle, so that the trailer can be pulled behind the tractor.
  • the arm which forms the holding device expediently has a length which is greater than half the width of the clearance space plus half the width of the tractor. In practice, the length will still be longer by the distance in which the tractor moved parallel to the rail car, if the arm is to extend at an angle of 45 ° when pulling the trailer, the length must again by the factor 2 to be taller.
  • This length of the arm is achieved that the trailer can be taken in the vehicle center at its kingpin and can be moved in the longitudinal direction of the wagons, while the tractor moves side of the train parallel to this.
  • the arm of the holding device can be designed to be telescopic.
  • the tractor on a guide device by means of which the tractor is feasible while driving parallel to the track.
  • the guiding device ensures that the trailer is really moved in the longitudinal direction of the train and is not undesirably pulled down the side of the train.
  • the guiding device can be realized in terms of regulation or control technology, wherein a control is provided which ensures by corresponding position detection that the tractor actually moves parallel to the train. This can be done for example by GPS signals or distance measurement to the train or an electronic guide device z. B. in the ground on which the tractor is running, be realized.
  • a guide wheel to run in the lane at the top of the railroad car, in which the wheels of the trailer also move. This can simultaneously be the carrying roller described above.
  • Fig. 1 schematically shows in a plan view the loading operation of a trailer 2 on a train consisting of several railway cars or wagons 4, of which Fig. 1 only two are shown completely.
  • the train consisting of the wagons 4 is on a track 6, which ends at the end on a ramp 8, via which the trailer 2 can be rolled onto the cars 4.
  • the wagons 4 are designed at their transitions so that the trailer 2 over the entire length of the train, that can be rolled from wagon to wagon. At the wagon crossings corresponding ramps or bridges are provided which bridge the gaps between the wagons 4 during loading.
  • a trailer 2 is pulled on the wagons 4 by a tractor 10 via the ramp 8 onto the wagons 4 during loading, the trailer 2 rolling on its wheels.
  • the tractor 10 is a conventional tractor or a conventional tractor, as used for example in port facilities for loading trailers on RoRo ships.
  • Such tractors 10 are known for example under the name "Tugmaster".
  • the tractor 10 In order to move the trailer 2 by means of the tractor 10 on the cars 4, the tractor 10 is provided with a special receiving or holding device 12.
  • the holding device 12 is formed as an arm, which is pivotally mounted at one end to the tractor and at its opposite end has a coupling for coupling to the kingpin of the trailer 2.
  • the arm of the holding device 12 is formed so long that the tractor 10 can move spaced by the dimension D from the central axis X of the track 6 in the direction F parallel to the track 6.
  • the distance D represents the distance between the central axis in the direction of travel F of the tractor 10 and the longitudinal or central axis X of the track 6.
  • the holding device 12 is designed so that they are preferably at an angle ⁇ ⁇ 90 ° to the direction of travel F, particularly preferably extends at an angle of 45 ° in order to ensure optimum transmission of traction from the tractor 10 to the trailer 2 despite the offset of the direction of travel F to the longitudinal axis X of the track 6.
  • tractor 10 Only a specially designed tractor 10 is required to carry out the loading and unloading method according to the invention.
  • conventional tractors 10 may be provided with the holding device 12 or retrofitted here become.
  • neither special railway wagons 4 nor trailer 2 are required. According to the trailer of the tractors 10 are not only moved to the Abstellpar or the road surface, as happens nowadays for example when unloading and loading ships in RoRo traffic, but can also be loaded directly on the cars 4.
  • the trailer 2 is moved by the tractor 10 on the ramp 8, wherein the arm of the holding device 12 in his in Fig. 1 pivoted angular position, so that the tractor 10 moves laterally offset parallel to the track 6 and the cars 4, while the trailer 2 continues to pull, which moves on the cars 4.
  • Tractor 10 and trailer 2 move in parallel separate lanes.
  • the parallel movement of the tractor 10 may be manually controlled by the driver.
  • a guide device for example in the form of a special guide for the tractor or by electronic guidance.
  • Fig. 2 shows in an end view the parallel drive of the tractor 10 to the track 6, wherein the holding device 12 connects the tractor 10 with the trailer 2 for transmitting the tensile force.
  • the trailer 2 rolls with its wheels 14 on the top or in the lanes of the wagon 4.
  • the trailer 2 at its front end, the trailer 2 on a kingpin 16, which serves to couple the trailer 2 with a semi-trailer or a tractor.
  • the kingpin 16 is gripped by a coupling 18 at one end of the arm of the holding device 12.
  • the coupling 18 is preferably designed as an automatic or remote controlled locking and releasable coupling to couple the trailer 2 without further handling operations with the holding device 12 and decouple again.
  • the holding device 12 is mounted on the tractor 10 via a lifting device 20.
  • the lifting device 20 serves to be able to lift the entire holding device 12 with the coupling 18. This is required on the one hand to raise the front end of the trailer 2 for moving the trailer 2, so that the feet 22 (see 3 and 4 ) on which the trailer 2 stands, when it is not coupled to a tractor or a semitrailer, can be lifted off the ground. This makes it possible to move the trailer 2 in a known manner without folding the support feet 22 previously.
  • the lifting device 20 on the other serves to compensate for the height difference H between the road surface 24 on which the tractor 10 moves and the top of the railroad car 4 on which the wheels 14 of the trailer 2 roll.
  • This compensation could be dispensed with if the road surface 24 is placed higher relative to the track 6, so that the surface of the carriage 4 and the road surface 24 lie in the same horizontal plane.
  • the lifting device 20 is controlled so that it is continuously raised when moving the trailer 2 on the ramp 8, so that the distance of the trailer 2 in the region of its front end on the kingpin 16 to the road on which the trailer 2 with its wheels 14 moves, stays about the same.
  • Fig. 2 It can also be seen that the tractor 10 moves parallel to the track 6 and a car 4 standing thereon, offset laterally by the distance D.
  • the distance D corresponds essentially to half the width of the wagon plus half the width of the tractor 10 plus the required distance between the tractor 10 and Wagon 4.
  • the arm of the holding device 12 must be designed to be correspondingly long, ie it must have at least the length of the distance D, at an oblique extent, as in Fig. 1 the length must be equal to D / sin ⁇ , where alpha is the angle of inclination of the holding device 12 to the direction of travel F and the longitudinal axis X, respectively.
  • the holding device 12 can also be designed so that its length can be changed in order to be able to adapt the holding device 12 to different spatial conditions during its use.
  • the holding device 12 is rotatably mounted on the kingpin 16 via the coupling 18 and mounted correspondingly rotatable on the lifting device 20.
  • Fig. 3 shows a side view of the tractor 10 with attached trailer 2, in which the trailer 2 is in the position behind the tractor 10, ie the trailer 2 is moved in the direction of travel F of the tractor 10 without parallel offset.
  • Fig. 4 shows a corresponding view of a second embodiment in which on the holding device 12 near the clutch 18, a support roller 26 and support roller 26 is mounted.
  • the support roller 26 serves to support the weight of the trailer 2 at its front end directly on the ground 24, so that the holding device 12 does not have to pick up this load and transfer it to the tractor 10. In this way, overturning of the tractor 10 can be prevented.
  • the holding device 12 and the lifting device 20 can be dimensioned correspondingly lighter.
  • the support roller 26 is configured to be preferably movable in the vertical direction so that when the trailer 2 is lifted above the lifting device 20, it can be held in contact with the ground 24 to lower the load of the trailer 2 to the ground transferred to. The support roller 26 rolls when moving the trailer 2 on the cars 4 on the top of the cars 4 and the lanes formed there from.
  • the coupling 18 of the holding device 12 is released and the holding arm can then swung away in the direction of the angle a from the car, ie from the gauge 28 (see dashed line in FIG Fig. 2 ) are moved out.
  • the tractor 10 can then move away from the wagon 4 and record, for example, a next trailer 2 for loading.
  • the wagons 4 can move undisturbed by the holding device 12 on the track 6.
  • the tractor is returned to the in Fig. 1 shown position and the holding device 12 pivoted back into the clearance 28 and the coupling 18 coupled to the kingpin 16 of the trailer 2.
  • the trailer 2 can then be pulled down in the direction of the longitudinal axis X of the cars 4.
  • the train 4 must be rotated by 180 ° to the ramp 8, so that the trailer 2 on the ramp 8 can be pulled down to the ground 24 again.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Handcart (AREA)
  • Loading Or Unloading Of Vehicles (AREA)
  • Regulating Braking Force (AREA)

Claims (17)

  1. Technique de chargement de semi-remorques (2) sur des wagons de chemin de fer (4), par laquelle une semi-remorque (2) est conduite sur un wagon (4) à partir d'une des extrémités de celui-ci dans le sens de la longueur, caractérisée en ce que la semi-remorque (2) est tirée par un mécanisme de tirage qui avance dans le sens de la longueur du wagon sur une surface de roulement séparée (24), située à coté du gabarit d'espace libre (28) du wagon (4), le mécanisme de tirage étant un véhicule tracteur de type Ro-Ro (10) pour semi-remorques (2).
  2. Technique selon la revendication 1, caractérisée en ce qu'un train composé de plusieurs wagons (4) est chargé de semi-remorques (2) de telle façon que les semi-remorques (2) sont conduites sur le train à partir d'une des extrémités de celui-ci dans le sens de la longueur, les semi-remorques (2) étant tirées par un mécanisme de tirage qui avance sur une surface de roulement séparée (24), située à coté du gabarit d'espace libre (28) du train.
  3. Technique selon une des revendications précédentes, caractérisée en ce que le mécanisme de tirage est guidé sur une bande de guidage qui s'étend, de façon parallèle, à coté du wagon (4) ou d'un train composé de plusieurs wagons (4).
  4. Technique selon une des revendications précédentes, caractérisée en ce que le mécanisme de tirage saisit la semi-remorque (2) par son extrémité antérieure (16) destinée à être placée sur un véhicule tracteur (10).
  5. Technique selon une des revendications précédentes par laquelle la partie du mécanisme de tirage (18) qui saisit la semi-remorque (2), est retirée du wagon vers le coté, par rapport à la direction longitudinale du wagon (4), après que la semi-remorque (2) ait été tirée jusqu'à la position souhaitée sur le wagon (4).
  6. Technique selon une des revendications précédentes, caractérisée en ce que le mécanisme de tirage avance, de façon parallèle, à coté du wagon ou du train.
  7. Dispositif de chargement de semi-remorques (2) sur des wagons de chemin de fer (4) par lequel une semi-remorque (2) est, à partir d'une extrémité d'un wagon (4) dans le sens de la longueur, conduite sur celui-ci, caractérisé par un mécanisme de tirage constitué d'un véhicule tracteur de type Ro-Ro (10) pour semi-remorques (2), qui peut être actionné, à coté d'une voie ferrée (6), en dehors du gabarit d'espace libre (28) du wagon chargé, de façon parallèle par rapport à la voie ferrée (6). Pour cela, un dispositif de retenue (12) muni d'un attelage (18) pour l'accouplement mobile d'une semi-remorque (2) est fixé au mécanisme de tirage, ce dispositif de retenue (12) étant conçu de façon à permettre, à l'aide de cet attelage (18), l'accouplement de semi-remorques (2) placées sur un wagon (4) qui se trouve sur la voie ferrée (6), tandis que le mécanisme de tirage est positionné en dehors du gabarit d'espace libre (28).
  8. Dispositif selon la revendication 7, caractérisé en ce que le dispositif de retenue (12) peut être introduit, transversalement par rapport à la direction de la voie ferrée, dans le gabarit d'espace libre (28) et en être ressorti.
  9. Dispositif selon les revendications 7 ou 8, caractérisé en ce que le dispositif de retenue (12) dispose d'un attelage (18) correspondant au pivot d'attelage (16) des semi-remorques (2).
  10. Dispositif selon une des revendications 7 à 9, caractérisé en ce que l'attelage (18) est constitué sous forme d'attelage automatique.
  11. Dispositif selon une des revendications 7 à 10, caractérisé en ce qu'un rouleau de support (26) roulant sur le sol (24) est attaché, à proximité de l'attelage (18), au dispositif de retenue (12).
  12. Dispositif selon une des revendications 7 à 11, caractérisé en ce que le dispositif de retenue (12) fixé au mécanisme de tirage est constitué sous forme de bras articulé dont la première extrémité est pivotante et attachée au véhicule tracteur (10) alors que l'attelage (18) est positionné à sa deuxième extrémité.
  13. Dispositif selon la revendication 12, caractérisé en ce que ce bras est pivotant sur un plan horizontal par rapport au véhicule tracteur (10).
  14. Dispositif selon la revendication 12 ou 13, caractérisé en ce qu'un mécanisme de levage (20) est prévu, ledit mécanisme permettant que le bras ou l'attelage (18) soit articulable dans le sens vertical, par rapport au véhicule tracteur (10).
  15. Dispositif selon une des revendications 12 à 14, caractérisé en ce que le bras peut être bloqué au niveau du véhicule tracteur (10), au moins dans une position angulaire (α).
  16. Dispositif selon une des revendications 12 à 15, caractérisé en ce que le bras présente une longueur supérieure à la moitié de la largeur du gabarit d'espace libre (28) en plus la moitié de la largeur du véhicule tracteur (10).
  17. Dispositif selon une des revendications 12 à 16, caractérisé en ce que le véhicule tracteur (10) dispose d'une installation de guidage qui permet de guider le véhicule tracteur (10) sur son parcours, parallèlement à la voie ferrée (6).
EP06010645A 2005-06-22 2006-05-24 Dispositif et procédé pour le chargement des remorques sur wagons de chemin de fer Not-in-force EP1736391B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102005028846A DE102005028846A1 (de) 2005-06-22 2005-06-22 Verfahren sowie Vorrichtung zum Laden von Trailern auf Eisenbahnwaggons

Publications (2)

Publication Number Publication Date
EP1736391A1 EP1736391A1 (fr) 2006-12-27
EP1736391B1 true EP1736391B1 (fr) 2009-09-02

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EP06010645A Not-in-force EP1736391B1 (fr) 2005-06-22 2006-05-24 Dispositif et procédé pour le chargement des remorques sur wagons de chemin de fer

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EP (1) EP1736391B1 (fr)
AT (1) ATE441563T1 (fr)
DE (2) DE102005028846A1 (fr)

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* Cited by examiner, † Cited by third party
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CN101441183B (zh) * 2007-11-20 2011-08-24 同方威视技术股份有限公司 一种拖车安全检查系统
DE102009020418A1 (de) 2009-05-08 2010-11-11 Lmg Anlagenbau Gmbh Verfahren und Vorrichtung zum Laden von Trailern auf Eisenbahnwaggons
CN113771735A (zh) * 2021-09-13 2021-12-10 重庆零壹空间科技集团有限公司 火箭发射集装箱与辅助机动桥自动对接分离系统及方法

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ATE441563T1 (de) 2009-09-15
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DE502006004712D1 (de) 2009-10-15

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