EP2139742B1 - Securing assembly with total immobilisation and self-centring of a semi-trailer kingpin on a railway unit - Google Patents

Abstract

The invention relates to a securing assembly (1) comprising a cap (6) that is locked on the semi-trailer kingpin (7), automatically centred and immobilised in the receiving volume (9) of a nacelle (8) provided with self-centring tilting mobile members (30) and supported by a lift bearing (19) being part of the structure of the railway unit (2) for mixed rail/road transport. The securing assembly ensures a self-centring and three-axis immobilisation of the kingpin in an automatic and secured manner, with a visual control indicator. The invention is particularly intended for constructors of hardware for intermodal rail/road transport.

Description

The present invention relates to an automatic safety securing assembly providing self-centering and tri-axis immobilization of the kingpin of a semitrailer on a railway structure in which it is transported.

More particularly, the invention relates to such a device with visual indicator of control of the self-centering and immobilization, visible on both sides of the wagon.

For economic reasons and to relieve road congestion, efforts are currently being made to develop the transport of road vehicles, including trucks and their trailers or semi-trailers, in specific railway units.

The present invention relates more particularly to the transport of semi-trailers in such railway units.

In order to improve profitability, semi-trailers are preferably transported alone and separated from their towing vehicle.

The transport in wagons of these semi-trailers requires fairly precise, quick and convenient means of implementation, but also means of securing simple and easy to implement and high reliability, providing security adapted to the loading to stop and during all phases of transport.

When transported alone on a railway wagon, semi-trailers constitute a very important mass, cantilevered at the front, which must be supported and immobilized to avoid damage during taxiing.

In addition, a lateral centering must be made to ensure that the semi-trailers fit well into the rail gauge. This centering must be completed by maintaining in this position during the entire transport.

The semi-trailers being standardized, they all have at the front a kingpin intended, in a road transport situation, to engage dissociable manner in a support called fifth wheel of the towing vehicle so as to form a joint of pivoting.

This hitch pin, standardized and free in the absence of the towing vehicle, is by its positioning a preferential docking area for semi-trailers during the duration of their rail transport.

For all these reasons, a secure locking system for semi-trailers at their hitching pin with self-centering and visual control responds perfectly to these various problems.

The applicant has already invented and developed for this purpose a self-centering support assembly, which however only achieves the lateral and longitudinal immobilization of the kingpin.

This invention was the subject of a protection in FRANCE published under n ° FR 2,884,211 .

The reasons and safety requirements among which the risk of lifting or tilting caused by the winding of the body of the semi-trailer have led users to further require locking in vertical movements of significant strength.

It is to satisfy this need and to provide various additional advantages that the applicant has worked and imagined the present invention.

For this purpose, it guarantees not only self-centering and lateral and longitudinal immobilization, but also locking in vertical movements and more generally in movements of approaching and moving away from the plane of the carrier wagon during taxiing but also to stop on the parking areas.

The constraints related to the transport, that is to say the centering, the situation in the rail gauge and the other constraints, developed in the previous depot are also satisfied.

It is the same for the possibility of knowing the position of the kingpin relative to a fixed reference.

Furthermore, the invention provides several additional advantages quite interesting in the areas of safety, speed and ease of maneuvering operations.

Indeed, for economic reasons, the loading and unloading processes of each semi-trailer must be fast and require little human intervention.

For this purpose, the invention relates to a safety assembly ensuring the self-centering and the total immobilization on a railway structure of the coupling pin of a semitrailer.

This assembly consists of a cowling part or hood with self-locking to mount on the kingpin of the semi-trailer and a support receiver or nacelle self-centering and total immobilization of the kingpin.

This receiver support comprises indicator and control elements visual self-centering and immobilization with indication of the exact location of the pivot in the immobilization position relative to a fixed reference, the receiver support being actuated by an elevation means.

More particularly, the invention provides a self-centering, self-centering and self-locking lashing assembly of the kingpin of a semitrailer comprising a hood intended to be assembled and locked on the kingpin and a pod receiving volume of the hood and tilting elements self-centering.

• un mécanisme de verrouillage prévu pour coopérer avec la gorge du pivot d'attelage,
  • une cavité latérale de retenue dans laquelle l'extrémité des éléments mobiles basculants s'enfonce à retenue lorsque la capote est placée dans le volume récepteur de la nacelle ; et
    la nacelle comporte :
  • un moyen de blocage des éléments mobiles basculants en position enfoncée dans la cavité de retenue,
  • un moyen de déverrouillage du pivot d'attelage permettant la libération du pivot d'attelage hors de la capote,
  • un moyen de rebasculement des éléments mobiles basculants en position non enfoncée dans la cavité de retenue, permettant le retrait de la capote hors de la nacelle.

According to the invention, the hood comprises:

• a locking mechanism provided to cooperate with the groove of the kingpin,
  • a lateral retaining cavity in which the end of the tilting movable elements sinks retaining when the hood is placed in the receiving volume of the nacelle; and
    the basket includes:
  • a means for locking the tilting mobile elements in a depressed position in the retaining cavity,
  • means for unlocking the kingpin enabling the release of the kingpin from the hood,
  • means for reversing the tilting movable elements in an undepressed position in the retaining cavity, allowing the hood to be removed from the nacelle.

The nacelle may also include a feeler device detecting contact with the underside of the semitrailer.

With this secure stowage kit, you have all the necessary functions for a quick, convenient, economic and safe implementation of all loading and unloading operations.

Thus, when the semitrailer is placed on the wagon in the transport position, simply engage the hood in the unlocked state on the kingpin and lock it on the peripheral groove of the pivot, to ensure its immobilization longitudinal with respect to this pivot.

The simple mutual movement or relative movement of the support or nacelle with respect to the dressed kingpin of the hood generates by the converging ramps of the entry form of this support a self-centering sufficient for the total penetration of the hood in the receiver volume of Platform.

The lateral blockage of the hood is done by embedding in the receiving volume of the nacelle, that is to say by supporting the flanks of the hood against the tilting mobile elements of the nacelle arranged on either side of the receiving volume.

The longitudinal locking is given by supporting the hood against the tilting mobile elements of the nacelle in the raised position, the front and rear of the hood embedded in the receiving volume of the nacelle.

Finally, the vertical locking is achieved by retaining the hood by means of tilting movable elements driven into the lateral retaining cavity of the hood and locked in lock.

It can thus bring a high security of immobilization during transport because there is a blockage with respect to the three possible axes of movement.

• Le verrouillage est à sécurité positive, car le rappel s'effectue vers la position verrouillée.
• Le pivot d'attelage est dégagé de sa capote lors du déchargement de la semi-remorque, ce qui le rend immédiatement utilisable pour l'accouplement avec la sellette du véhicule tracteur en vue de l'évacuation de la semi-remorque.
• On utilise la même énergie propre apportée par l'air comprimé pour tous les mouvements des pièces mobiles.

In addition to the advantages of fully immobilizing the kingpin, which provides enhanced safety, there are several additional benefits to be mentioned, including:

• The lock is positive-safe because the return is made to the locked position.
• The kingpin is released from its hood when unloading the trailer, which makes it immediately usable for coupling with the harness of the towing vehicle for the evacuation of the semi-trailer.
• The same clean energy provided by compressed air is used for all movements of moving parts.

The locking means of the tilting movable elements in the depressed position preferably has two positions: a locked locking position and an unlocked position. For a perfectly safe operation, the unlocked position can advantageously allow the automatic release of the tilting mobile elements under the effect of an external force of extraction of the hood.

According to a preferred embodiment of the invention, the locking means in the depressed position carried by the nacelle comprises, for each tilting mobile element, a notch locking pivoting lever receiving blocking the lower front end of the tilting mobile element. corresponding.

In one embodiment, it also includes a locking latch for each of the pivoting locking levers, for locking it in lock and unlock by erasing the locking tab.

The lower front end of the tilting movable member and the notch of the locking pivot lever may advantageously have complementary shapes allowing self-disengagement force after unlocking by erasing the locking tab.

• la figure 1 est une vue générale en perspective de l'ensemble de sécurité selon l'invention monté sur une structure de wagon représentée de façon simplifiée ;
• la figure 2 est une vue en perspective de l'avant de la nacelle représentée seule sans la capote ;
• la figure 3 est une vue identique à celle de la figure 2 avec la capote engagée dans le volume récepteur, la position des touches montrant l'empreinte de celle-ci ;
• la figure 4 est une vue en perspective du dessous de la nacelle ;
• la figure 5 est une vue en plan du dessous de la nacelle ;
• la figure 6 est une vue de profil de la nacelle ;
• la figure 7 est une vue de face de la nacelle ;
• la figure 8 est une vue en perspective éclatée de la capote et des pistons de verrouillage vus d'en haut ;
• la figure 9 est une vue en perspective éclatée de la capote et des pistons de verrouillage vus d'en bas ;
• la figure 10 est une vue en perspective de la capote renversée montrant la plaque de commande dissociée de la face inférieure de la capote ;
• la figure 11 est une vue en perspective d'un piston avec sa bille dans ses deux positions remarquables ;
• les figures 12 et 13 sont des vues de la capote, respectivement en coupe et de dessus, montrant le mécanisme de verrouillage à billes en position de verrouillage ;
• les figures 14, 15 sont des vues de la capote similaires à celles des figures 12 et 13 montrant le mécanisme de verrouillage à billes en position de déverrouillage ;
• les figures 16 à 29 sont des vues successives illustratives du fonctionnement, en plan et de face pour les figures 16 à 20, 22, 27 et 29 et en coupe longitudinale médiane pour les figures 21, 23 à 26 et 28,
• correspondant pour les figures 16 à 23 à l'immobilisation et au centrage dans la nacelle du pivot d'attelage équipé de sa capote, à savoir
  • figure 16 : positionnement du pivot d'attelage muni de sa capote au-dessus de la nacelle ;
  • figure 17 : levée du palpeur ;
  • figure 18 : soulèvement de la nacelle jusqu'au contact du palpeur ;
  • figure 19 : abaissement de la nacelle d'une hauteur prédéterminée ;
  • figure 20 : abaissement du palpeur ;
  • figure 21 : début de l'abaissement du pivot d'attelage muni de sa capote et de son centrage dans la nacelle ;
  • figures 22 et 23 : pivot d'attelage muni de sa capote, centré et immobilisé dans la nacelle, en position de transport ;
• correspondant pour les figures 24 et 25 à la libération du pivot d'attelage en vue du déchargement de la semi-remorque, à savoir
  • figure 24 : appui des volets sur la plaque de commande déverrouillant le mécanisme de verrouillage à billes de la capote ;
  • figure 25 : soulèvement du pivot d'attelage ;
• correspondant pour les figures 26 à 29 à la libération de la capote en vue de son retrait, à savoir
  • figures 26 et 27 : capote bloquée dans la nacelle et levier en position horizontale ;
  • figures 28 et 29 : actionnement du levier provoquant la libération et le basculement des touches d'un côté de la nacelle et permettant un dégagement incliné de la nacelle ;
• les figures 30 et 31 sont des vues partielles schématiques montrant la libération de la capote en vue de son retrait, pour une autre variante de l'invention dans laquelle le mouvement du levier est transmis des deux côtés de la nacelle, provoquant la libération et le basculement des touches des deux côtés de la nacelle et permettant un dégagement droit de la capote ;
• les figures 32 à 35 sont des vues en coupe longitudinale médiane pour les figures 32 et 33 et des vues de détail correspondantes pour les figures 34 et 35 correspondant à un fonctionnement de sécurité autorisant la libération du pivot d'attelage lorsque la capote n'a pas été préalablement dissociée;
• les figures 36 à 41 constituent une succession de vues de détail montrant les différentes positions d'un levier de blocage et d'une touche lors du mouvement d'extraction de la capote restant verrouillée sur le pivot d'attelage ;
• les figures 42 à 44 sont des vues schématiques montrant une façon de réaliser le débattement angulaire limité entre l'axe de pivotement et les touches montées sur celui-ci, les figures 42 et 44 illustrant les deux positions limites et la figure 43 une position intermédiaire.

Other characteristics and advantages of the invention will appear in the description which follows, given by way of example and accompanied by the drawings in which

• the figure 1 is a general perspective view of the safety assembly according to the invention mounted on a wagon structure shown in a simplified manner;
• the figure 2 is a perspective view of the front of the nacelle shown alone without the hood;
• the figure 3 is a view identical to that of the figure 2 with the hood engaged in the receiver volume, the position of the keys showing the footprint thereof;
• the figure 4 is a perspective view of the underside of the nacelle;
• the figure 5 is a plan view of the underside of the nacelle;
• the figure 6 is a profile view of the nacelle;
• the figure 7 is a front view of the nacelle;
• the figure 8 is an exploded perspective view of the hood and locking pistons seen from above;
• the figure 9 is an exploded perspective view of the hood and locking pistons seen from below;
• the figure 10 is a perspective view of the inverted hood showing the control plate disassociated from the underside of the hood;
• the figure 11 is a perspective view of a piston with its ball in its two remarkable positions;
• the Figures 12 and 13 are views of the hood, respectively in section and from above, showing the ball lock mechanism in the locking position;
• the Figures 14, 15 are views of the hood similar to those of Figures 12 and 13 showing the ball lock mechanism in the unlocked position;
• the Figures 16 to 29 are successive illustrative views of the operation, in plan and face for the Figures 16 to 20, 22 , 27 and 29 and in median longitudinal section for Figures 21, 23 at 26 and 28 ,
• correspondent for Figures 16 to 23 in the immobilization and centering in the nacelle of the kingpin equipped with its hood, namely
  • figure 16 : positioning of the kingpin with its hood over the basket;
  • figure 17 : lifting of the probe;
  • figure 18 : lifting of the platform until contact with the probe;
  • figure 19 : lowering the nacelle by a predetermined height;
  • figure 20 : lowering the probe;
  • figure 21 : beginning of the lowering of the kingpin with its hood and its centering in the basket;
  • Figures 22 and 23 : kingpin equipped with its hood, centered and immobilized in the platform, in the transport position;
• correspondent for Figures 24 and 25 the release of the kingpin for unloading the semi-trailer, namely
  • figure 24 : flap on the control plate unlocks the ball lock mechanism of the hood;
  • figure 25 : hitching of the kingpin;
• correspondent for Figures 26 to 29 the release of the hood with a view to its withdrawal, namely
  • Figures 26 and 27 : hood blocked in the platform and lever in horizontal position;
  • Figures 28 and 29 : actuation of the lever causing the release and tilting of the keys on one side of the nacelle and allowing tilted clearance of the nacelle;
• the Figures 30 and 31 are partial schematic views showing the release of the top for its removal, for another variant of the invention wherein the movement of the lever is transmitted on both sides of the nacelle, causing the release and tilting of the keys of both sides of the nacelle and allowing a right release of the hood;
• the Figures 32 to 35 are views in median longitudinal section for Figures 32 and 33 and corresponding detail views for Figures 34 and 35 corresponding to a safety operation allowing the release of the kingpin when the hood has not been previously dissociated;
• the Figures 36 to 41 are a succession of detailed views showing the different positions of a locking lever and a key during the extraction movement of the hood remaining locked on the kingpin;
• the Figures 42 to 44 are schematic views showing one way of achieving limited angular travel between the pivot axis and the keys mounted thereon, Figures 42 and 44 illustrating the two limit positions and the figure 43 an intermediate position.

The self-centering and total three-axle tie-down assembly applies to the kingpin of a semi-trailer, but can be used for other parts of vehicles or other vehicles. whole or divided road loads to be stowed on a wagon.

As shown in figure 1 , the lashing assembly 1 total immobilization is called to be mounted at the end of a railway unit 2, for example a wagon 3.

It may be as shown, a wagon 3 formed of two bogies such as 4 whose rolling assembly consists of two axles rotatably mounted on a bogie structure. The railway unit may be provided with a bodywork or not depending on the intended application. It may be a flat structure or a rear or front end platform as shown in FIG. figure 1 .

Furthermore, the particular field in which the invention is located is that of the mixed rail / road transport in which road units are loaded onto wagon structures for their rail transport over long distances.

The present invention relates more particularly to the fully immobilized stowage of the kingpin of a semitrailer on a wagon structure.

The stowage unit 1 according to the invention consists of a part of a cowling or hood 6 which is mounted on a kingpin 7 of a semi-trailer and on the other hand, a nacelle 8 receiving this hood 6 in its receiving volume 9 profile of general V-shaped, for a total immobilization tri-axis of the kingpin 7 during transport of the semi-trailer on the railway unit 2.

Various ancillary devices for control and safety support may be provided, some examples of which have already been described in the prior French patent. FR No. 2,884,211 .

To control the couples around the roll and yaw axes, the nacelle 8 is articulated to a longitudinal connection table 10 lying flat on the bogie structure 4, which allows it to provide the nacelle 8 a stability around the roll axis.

This connecting table 10 is pivotably mounted at its rear end on the bogie structure, for example through an intermediate rocking plate 11 mounted at each of its long sides and connected to the connecting table 10 and to the structure of the structure. bogie 4 each time by a pivot joint respectively 12 and 13.

The connecting table 10 is also connected articulated by its front end to the rear cross member of the frame of the nacelle 8 by two symmetrical pivoting joints 14 and 15 filling the general function of a hinge, for example in the form each time a clevis receiving between its two wings a landing end, the assembly of the articulation being traversed by a pivot axis laterally blocked.

This articulated connecting structure of the nacelle 8 with the bogie structure 4 gives the link table 10 sufficient clearance in longitudinal and vertical movements relative to the wagon 3 to allow the nacelle 8 to lower and rise.

As shown on the figure 1 , the nacelle 8 is mounted by its lower end on a lifting means 16 which is intended to move the nacelle 8 vertical movements upward or downward.

This lifting means 16, for example screw, can be controlled by an electric or hydraulic motor.

Hereinafter will be described a preferred embodiment of this lifting means 16 which allows the elevation of the platform 8 to the desired position corresponding to the dimensions of the semi-trailer for self-centering, immobilization and support. of the assembly during transport, and which also ensures the longitudinal maintenance of the body of the nacelle 8.

The lifting means 16 shown comprises a screw jack 17 with lateral control whose head comes into thrust engagement with the lower part of the nacelle 8 that is to say the underside of its body.

The screw of the screw jack 17 is housed in a vertical support 18 of the column or column type mounted on the bottom of the wagon. This vertical support 18 is surmounted by a housing 19 housing a motor element for example a motor nut with ratchet wheel 20. The ratchet wheel 20 is part of a locking mechanism 21 ratchet for locking in a given position by means of an articulated assembly 22 with lateral control, that is to say from one side of the wagon, by means of a link 23 leading to a control support 24 with a tilting handle 25 , this support being fixed on the upper edge of the corresponding part of the bogie structure 4.

The position of the tilting handle 25 of the control support 24 indicates the state in which the locking mechanism 21 of the lifting screw of the screw jack 17 is located. At this level there exists on the side of the wagon a mechanical catch of movement. 26 for the motor element for example the motor nut with which it is mechanically connected by an articulated drive connection 27 for example to universal joints.

For reasons of ease of use, it is also possible to imagine a bilateral mechanism, that is to say symmetrical on each side of the car.

The drive of the jack 17 is effected either with the aid of a portable external motor whose output comes to couple or engage in the end of the drive link acting as a power take-off 26, or manually using a tool to key or crank.

The nacelle 8 is articulated for example by a ball joint on the end of the vertical support 18 enclosing the screw of the lifting means 16.

The nacelle 8 is a receiver body which has on each side a row 28, 29 of tilting movable elements 30.

The nacelle is preferably arranged as shown on the figure 1 , namely the rows 28 and 29 of tilting moving elements 30 oriented in the longitudinal direction of the wagon structure 3. The rows 28 and 29 leave between them a receiving intermediate space called receiving volume 9.

The tilting elements 30 may be made in one piece, each mounted on a pivot axis, or may, as shown, be formed of two separate parts, namely a key 31 and a counterweight 32.

When the tilting movement must be important, the tilting elements 30 are preferably dissociated into two separate parts so that their tilting movement is not limited by abutment against the frame of the nacelle.

The keys 31 border the receiver volume 9 of the platform 8, while the flyweights 32 are disposed outside this receiving volume 9 and are each in tilt contact connection with the corresponding key 31 to serve as a counterweight and visual witness.

The tilting movable elements 30 are each mounted pivoting on a pivot axis. On the variant shown, there is on each side a pivot axis, respectively 33, 34, for each row of keys 31 and a separate pivot axis, respectively 35 and 36, for each row of weights 32.

The keys 31 are mounted on the main axis of pivoting 33 or 34 through an opening 37. The sectional shape of this opening 37 and that of the main axis 33 or 34 allows free mutual pivoting movement, that is, ie non-driving, on an angular sector and causes a drive of the keys 31 by this axis on at least one other angular sector as represented on the Figures 42 and 44 and as will be explained below.

The keys 31, or more generally the front part of the tilting movable elements 30, preferably have a shape with two forward ends projecting one upper 38 and the other lower 39. Preferably, the upper end 38 is in profile nose while the other lower 39, affects a shape terminated in point 40.

The upper edge 41 of each upper end 38 has a substantially flat edge serving as a self-centering ramp with an inclined face 42 or 43 of the body of the hood 6, in particular oblique sliding ramp towards the bottom of the receiving volume 9 of the nacelle 8.

Furthermore, each key 31 has a rear lateral edge 44 serving as a thrust surface against an extension 45 of the visual indicator weight 32. When tilting a key 31, this movement causes the tilting up of the corresponding visual indicator weight 32 by sliding contact singing edge to a raised position of this weight of visual indicator 32 translating the lowering of the front portion of the corresponding key 31.

Each counterweight 32 also serves as a counterweight to the corresponding key 31 so as to automatically return it to the initial rest position.

Each weight 32 comprises an extended flat element 46 serving as a counterweight, returning towards the center of the nacelle 6 by an extension 45 directed downwards beyond its pivot axis 35 or 36 and whose front edge 47 is in contact and cooperates by pushing with the rear edge 44 opposite the key 31 for the transmission of tilting movement.

There are as many flyweights 32 as there are keys 31.

The keys 31 are held in position slightly tilted upwards by a retaining mechanism. This position corresponds to the retention of the hood 6 in the nacelle 8.

The key retaining mechanism may be one-piece and fixed, and may even belong to the structure of the nacelle 8 in a basic version.

Alternatively, in an elaborate safe version, it comprises for each key 31 a pivotable locking lever 48, preferably flat and generally hammer head, which cooperates with the lower end 39 in the tip 40 of the key 31 in order to its locking in the retaining position.

For this purpose, the rear face of the head of each locking lever 48 is shaped hook 49 delimiting a receiving slot 50 in which is housed temporarily locking the lower end 39 at the tip of the corresponding key 31.

The pivotable flat locking hook levers 48 49 are each mounted on a pivot axis 51 or 52 biased in the locking position against a stop by a common twinning spring 53. This spring 53 provides a resilient mutual return linkage locking between the two shafts 51 and 52 of the locking levers 48, for example by means of each side of lugs 54 or 55 integral with the corresponding pivot axis 51 or 52 of the locking levers 48.

According to the variant shown, each locking lever 48 is locked in the locking position by a locking tab 56 secured to a pivot axis 57 or 58 of release flaps 59. Each locking tab 56 bears on the lower edge 60 of each locking lever 48 preferably shaped into two ramps converging towards a recess 61, for example individualized on one side by a tooth 62. Each locking tab 56 cooperating with this conformation of the lower edge 60 of the lever 48, allows locking of the pivoting lever 48 concerned by its embedding in the recess 61.

The locking of the lever 48 and therefore the retaining lock of the hood 6 in the receiving volume 9 persists in the coupling position, that is to say throughout the transport. It is temporarily removed during the extraction of the kingpin 7, then the extraction of the hood 6.

In the embodiment shown, there are as many pivoting levers 48 and latches 56 as keys 31.

However, it is possible to imagine another embodiment in which, for each row 28 or 29, a single one-piece pivoting lever allows the locking of all the keys 31 of the row concerned. In this case, it is also not necessary to have a key locking latch 31.

The pivot axes 57 and 58 carrying the locking tabs 56 are also the pivot axes of release flaps 59. These release flaps 59 are for example rectangular planes with smooth facing edge or in interpenetrating battlements. They occupy in the folded state the bottom of the receiving volume 9 of the hood 6 between the two rows 28 and 29 of tilting movable elements 30 and are each operable in pivoting upwards.

As will be seen later, the reason for the presence of these flaps 59 is to actuate the unlocking mechanism of the kingpin 7 by pressing the control plate 63 of the hood 6 when the latter is retained in the nacelle 8.

The securement system 1 according to the invention further comprises a lateral actuator 64, for example a pneumatic actuator, which actuates in pivoting manner the release flaps 59 of the kingpin 7.

The actuator 64 is preferably a dual-purpose actuator which actuates the release flaps 59 on the first part of its stroke and on the second part of its stroke a feeler device 65.

The actuator 64 shown consists of a pneumatic vase 66, a rod 67 and a yoke 68. The latter is articulated to a double mechanism swinging 69 in elastic return to its rest position by a spring 70 whose upper end is connected to a lever lug 71.

The tilting mechanism 69 consists of a contact cam 72 and its control and a device for pivoting the axes 57, 58 of the release flaps 59.

The pivot axis 57, 58 of the release flaps 59 is actuated in pivoting movements by the end of the actuator 64 pivotally mounted on the lever lug 71 between its two ends, one of which is shaped for example in a hook for receiving the end of the return spring 70 and whose other end is integral with one of the pivot axes 58 of the release flaps 59.

In the embodiment shown, only one of the two pivot axes 57 and 58 of the release flaps 59 is driven. This pivoting axis 58 is integral with the driving part of a motion matching device 73. It is formed of two parts 74 and 75, in toothed end sector, meshing with each other for the transmission of the movement of the motor shaft 58 to the driven axis 57 ( figures 7 , 30 and 31 ).

A tilting lever cam control 76 is also mounted integral with the same axis causing pivoting 58. It actuates the sensor device 65. It comprises the contact cam 72 which pivots about one of the pivot axes 33 of the 31. This contact cam 72 has a light 77 with two segments 78 and 79 intersecting at a wedge 80 forming the two sides of a slightly obtuse angle whose lower edge 81 is in an arc.

The upper end 82 of this cam contact 72 is shaped rounded nose so as to form a sliding contact surface with the adjacent 83 sub-face of the semitrailer.

In the low position of the contact cam 72, the first segment 78 of the cam light 77 is in an almost vertical position. It is easily understood that the first part of the upward movement of the control lever 76 has no effect on the raising movement of the cam 72. The first pivoting angular sector is used for the pivoting of the release flaps 59 which requires an angular sector less than 45 ° for the opening control and actuation in release of the locking mechanism of the kingpin 7 retained inside the hood 6.

The cam 72 of the feeler device 65 rises from the corner area 80 of its light 77. It rises to a high position of contact, in which position it comes into contact with its rounded end 82 with the underside. 83 adjacent to the chassis of the semi-trailer to immobilize the platform 8 in a predetermined vertical position.

According to the invention, there is a means for reversing the tilting mobile elements 30 in the not depressed position. This is a manual lever 84 for folding tilting mobile elements 30 and more particularly a manual lever 84 for folding the keys 31 in the low position. The lever is bent and mounted integral with the end of one of the pivot pins 34 of the keys 31.

It comprises an end 85, shaped for example as a hook and whose lower edge has an oblique ramp connection connection 86 with the rest of the lever. This end 85 cooperates with a limit switch 87 with a roller feeler 88 rolling on the lower edge 89 of the lever 84 and on that of the oblique ramp 86 to switch from one state to another, in order to put the pneumatic actuator 64 out of pressure.

By raising the manual lever 84, the keys 31 in its driving configuration are forced through the pivot axis 34, the keys 31 of the row 29 adjacent to fold downwards, the lower position in which they remain.

We will now examine in detail the hood 6 which is mounted on the kingpin 7 of the semi-trailer.

The hood 6 is a generally truncated pyramid piece. It has a central cylindrical housing 90 for receiving the free end of the coupling pivot 7 of the semitrailer and comprises a locking mechanism cooperating with the groove of the kingpin 7.

The inclined lateral flanks 42, 43 of the body of the hood 6 each have a retaining cavity, respectively 91 and 92, for example with central widening. This cavity 91, 92 is bordered on three of its sides, the lower transverse side 93, 94 by the oblique edges of the pyramidal volume. The upper transverse side is preferably recessed forming on each side with an adjacent opening 95, 96 in the upper face 97 of the hood 6 a handle 98, 99 for manual entry and wearing the hood.

The lower transverse side 93, 94 of each lateral cavity 91, 92, preferably followed inwards by a downward retaining surface 100, 101 serves to support the end 38 of the tilting movable elements 30, in particular keys 31, for the retention of the hood 6 inside the platform 8 during transport.

The hood 6 may also have relief recesses in various locations.

The hood 6 has a large upper face 97 directed towards the underside 83 of the semi-trailer and a small recessed lower surface 102 delimiting a volume in which is housed the control plate 63 movable towards the small lower face 102 and mounted in Reminder of the distance from it.

In the variant shown, the locking mechanism of the hood 6 is a set of individual locking mechanisms 104 which cooperate with a series of bores 103 placed in peripheral and concentric disposition around the cylindrical central housing 90 for the kingpin 7 .

The bores 103 open laterally into the central cylindrical housing 90 through a preferably circular lateral opening 105. These lateral openings 105 serve for the partial exit of locking elements 106 which protrude into the central recess 90 and penetrate into a standardized peripheral groove 107 of the kingpin 7 of the semi-trailer, with a view to its vertical immobilization. .

According to the basic variant, these locking elements 106 are locking balls 108, preferably made of steel, carried by pistons 109 movable each along a portion of the corresponding bore 103. The balls 108 are intended to protrude into the central cylindrical housing 90 through the circular lateral openings 105 so as to allow locking. Of course, the diameter of each lateral opening 105 is smaller than that of the locking balls 108 so as to avoid the exit thereof.

Each locking mechanism 104 comprises a piston 109 which is mounted in a bore 103, elastically downward to emerge from its lower end down through the lower face 102 of the hood 6 in the locking position, the unlocking performed by pushing the pistons 109 upwards.

This elastic return is obtained for example by means of a compression spring 110 biasing the piston 109 downwardly and a cap 111, for example threaded, screwed to the end of the bore 103, the cavity serves as a housing at the end of the spring 110. The threaded cap 111 advantageously allows the adjustment of the pressure of the compression spring 110 which elastically constrains each piston 109 downwards, that is to say toward the control plate 63 on which they all arrive in abutment.

The thrust of this control plate 63 towards the small lower face 102 by a means external to the hood 6 causes the retraction of the pistons 109 and the release of the kingpin 7 by unlocking the locking mechanisms 104.

Each piston 109 carrying a locking ball 108 is shaped to constrain the locking ball 108 in a partially locked position out of the lateral opening 105, by its downward displacement under the effect of the compression spring 110.

For this purpose, the body of each piston 109 has a generally cylindrical shape presenting for displacement relative to the ball 108 a gutter evident 112 with open bottom end and upper end ramp up to a receiving bowl 113 of the ball locking 108 in the locking position.

The bowl 113 is a recess in a spherical cap forming a seat, of size and depth, allowing each ball 108 to come to rest in the projecting locking position through the lateral opening 105 for locking in order to engage by its protruding part. in the peripheral groove 107 of the kingpin 7 of the semitrailer.

This locking position is that of the piston 109 pushed down by the compression spring 110, the control plate 63 then being in the coplanar continuity position at the end of the hood 6, that is to say in lock position.

Each gutter recess 112 contains a locking ball 108 which projects more or less through each lateral opening 105 in front of which the gutter recess 112 moves in order to force the ball 108 towards the pressure under the effect of the compression spring 110. outside through the lateral opening 105.

There are two remarkable positions of each ball 108 along the gutter recess 112 according to the high or low position of the corresponding piston 109. The first is a retracted position in which the ball 108 is at the bottom of the gutter. This position corresponds to the exhaust of each ball 108 out of the peripheral groove 107 of the kingpin 7 then allowing its extraction movement. This is the unlock position, also called the release position. For this purpose, the depth of the gutter recess 112 is sufficient to maintain the ball 108 recessed in front of the lateral opening 105 in the unlocked position.

This position is obtained when the control plate 63 is pressed towards the inside of the hood 6 by an external force to the latter, which pushes the pistons 109 upwards and compresses the compression springs 110. This position is the one that allows the introduction of the hood 6 on the kingpin 7 of the semi-trailer and conversely the release of the kingpin 7 out of the hood 6 for the evacuation of the semitrailer.

Another remarkable position is that of the ball 108 in the high position in the gutter recess 112, position in which the ball 108 is projecting through the lateral opening 105 locking. This position corresponds to a locking position in which each ball 108 partially enters the groove 107 of the kingpin 7 to lock the hood 6 thereon.

This position is that of the hood in the free state. It is obtained when the control plate 63 is not depressed. The plate 63 is then pushed downwards by the pistons 109 which are elastically forced down by the compression springs 110. This position corresponds to the locking position of the hood 6 on the kingpin 7 of the semi-trailer. trailer for total immobilization for transport.

On the preferred embodiment of the hood 6 shown on the Figures 12 to 15 two nipples 114 can be seen emerging from the upper face 97 of the hood 6 and arranged diagonally near the corners of the room. These are two small telescopic pistons intended to bear against the underside 83 of the semitrailer when the hood 6 is locked on its kingpin 7.

These pistons 114 have the function of braking the rotation of the hood 6 relative to the semitrailer when the hood is mounted on the king pin 7, to prevent vibrations, including those resulting from the closure of the car , do not turn the hood. A correct orientation of the hood 6 relative to the platform 8 is thus guaranteed for further immobilization operations of the semi-trailer.

The various phases relating to the implementation of the invention will be described below.

Phase 1: Setting up the hood

The top 6 is first fitted to the kingpin 7 of the semitrailer while holding down its control plate 63 so that the locking balls 108 release the central cylindrical housing 90 for receiving the pivot 7.

The locking of the hood 6 on the kingpin 7 occurs automatically on release of the control plate 63 by the elastic return to the bottom of the pistons 109 causing the locking of the locking balls 108 projecting into the groove 107 of the pivot coupling 7.

We finish loading and setting up the semi-trailer on the car.

At this stage, the hood 6 is placed approximately above the receiving volume 9 of the platform 8 but generally in a non-centered position.

Phase 2: Preparation and Climb of the Carrycot

The pneumatic actuator 64 is supplied with compressed air until the contact cam 72 of the probe 65 is fully tilted to its upper position.

By a vertical lifting means 16, for example a lifting screw 17 internal to the support 18 of the nacelle 8, the latter is raised until the upper end 82 of the contact cam 72 comes to touch the underside. 83 of the front part of the chassis of the semi-trailer in the vicinity of the hood 6.

The contact is detected by a suitable detection means which controls the stopping of the lifting.

This may be for example the overload sensor of the hydraulic motor rotating the lifting screw.

It then controls the descent of the nacelle 8 of a determined race corresponding to a safety clearance and locks the lifting means 16, which immobilizes the nacelle 8 in this position.

The hood 6 is then approximately in front of the platform 8 in a position for self-centering.

The control device of the contact cam 72 is then depressurized. This returns to its initial position in which it is folded down.

Phase 3: Lowering and centering the hood

The descent of the semitrailer to the platform is controlled, for example by means of a crane or by descent of the platform carrying the semitrailer or by any other appropriate means.

By gravity and by the play of sliding of the oblique ramp formed by the inclined faces 42 and 43 of the hood 6, on the oblique ramp formed by the upper edges 41 of the keys 31 concerned of the nacelle 8, one manages to transform the movement descent from the hood 6 in a self-centering at the end of which the hood 6 is centered in the lower position at the bottom of the receiving volume 9 of the nacelle 8.

During this downward movement of self-centering, all the keys 31 corresponding to the sliding bearing and contact areas of the hood 6 will switch in a first time. In the low position, when each transverse edge 93, 94 of the body of the hood 6 is close to the bottom of the nacelle 8, the upper front end 38 of the keys 31 located at the right of the lateral cavities 91 and 92 of the hood 6, escapes, after crossing this lower transverse edge 93 or 94, to tilt upwards in the free volume of the lateral cavity 93, 94 adjacent to the body of the hood 6 due to the automatic return of the keys 31 to the initial rest position by the counterweight of the weights 32.

This tilting is carried out automatically by the depression of the body of the hood 6 at the bottom of the receiving volume 9 of the nacelle 8.

We then find ourselves in the situation illustrated by the figure 3 on which one distinguishes on each side of the nacelle 8 two groups of keys 31 tilted between which is a group of buttons 31 not depressed. These buttons 31 not pressed correspond to keys that were first switched, then being reassembled as indicated above.

This situation clearly and obviously appears to the manipulator who thus has on each side of a visual security control fast, easy and comfortable.

Phase 4: Locking the hood in the basket

The descent of the hood 6 in the receiving volume 9 of the pod 8 results in the locking of the keys 31 raised between the two groups of keys 31 lowered. The flat locking levers 48 with hook end 49 block the lower front end 39 at the tip 40 of these keys 31. The simple lifting movement of these keys 31 results in immobilization picking in the raised position due to the constraint resilient return of the flat locking levers 48 in the locking position.

This locking position is secured by an automatic locking provided by each locking tab 56 pivoting and secured to the pivot axis 57, 58 common with the release flaps 59 used for the dissociation between the hood 6 and the kingpin 7 when unloading the wagon.

The hood 6 is thus correctly and completely locked on and in the nacelle 8.

This position corresponds to that of the transport. All the operations take only a minimum of time because the succession of the last phases corresponding to the immobilization is entirely automatic.

Note that the immobilization is guaranteed according to the main orthogonal directions relative to the wagon, namely in relation to the vertical of the wagon and in longitudinal and transverse directions.

We will now examine the different stages of dissociation and release necessary for the unloading of the semi-trailer after transport, namely first dissociation between the kingpin 7 and the hood 6 remained in the pod 8 and then the release of the hood 6.

Phase 5: Pivoting the flaps and releasing the kingpin

The pneumatic actuator 64 is pressurized, which in a first dead stroke phase for the cam 72 actuates pivotally the pivot axis 58 of a first group of release flaps 59.

The movement is transmitted to the second group of flaps 59, located on the other side, by the toothed sectors 74 and 75 of the pairing device 73.

Simultaneously with the pivoting of the release flaps 59 begins the unlocking pivoting of the locking tabs 56 which are carried by the same axes 57 and 58.

The keys 31 raised remain however blocked because it is desired to keep the hood 6 inside the pod 8 and release only the kingpin 7 of the semitrailer.

This release is effected by means of the release flaps 59 which pivot upwards. After a small dead stroke, they come to bear on the control plate 63 of the hood 6 and pushes it upwards, action that disengages the locking balls 108 of the groove 107 of the kingpin 7 and thus releases the kingpin 7 of the semitrailer.

The semi-trailer is then raised to extract out of the hood 6 the kingpin 7 whose base is, thanks to the safety clearance, above the lashing assembly.

The unloading of the semi-trailer is preferably effected by pivoting the carrier hull. During this movement, the free end of the pivot 7 will not interfere with the entire platform 8 which is housed in the hood 6 because of the security clearance.

Unloading can also be carried out by lifting the semi-trailer using a crane or other lifting means, either directly if the trailer is prehensile or via a structure removable car wagon on which the semi-trailer.

Phase 6: Recovery of the hood

To avoid the abrupt exit of the hood 6 of the receiving volume 9 of the nacelle 8 which could be caused by the remaining compressed air applied to the mechanism controlling the release of the flaps 59, conjugated to the spring effect of the plate command 63 of the hood 6 returning to its rest position, we proceed as follows. The compressed air in the pneumatic actuator 64 is emptied at the beginning of the operation of the manual lever 84 so as to fold down the flaps 59 and render it inactive. This emptying is for example controlled by the end ramp 86 of the manual lever 84 causing the lowering of the feeler for example roller 88 of the switch 87 controlling the emptying of the compressed air of the pneumatic actuator 64.

To release the hood 6, it is therefore preferentially to start by depressurizing the pneumatic actuator 64, which flaps the release flaps 59 in the rest position. This movement is assisted by an elastic spring return 70 of the pneumatic actuator.

The manual folding lever 84 is pivoted to the axis 34 bearing the keys 31 by a manual action, to bring all the keys 31 on its side downwards.

At first, the manual lever 84 pivots to put the shaft 34 in contact with the keys 31. It is necessary to bring into abutment the relevant edge of the groove 114 of the shaft 34 against the tooth 115 of the mounting aperture 37 of the keys 31 concerned.

The additional pivoting of the manual lever 84 makes it possible to release the keys 31 depressed from the grip of the flat locking levers 48 with hook 49. This is, for the means described in the safe embodiment shown, a true disengagement according to which the keys 31 concerned are released by pushing the grip of the hook locking lever 48.

The body of the hood 6 is thus released on one side, it can be manually extracted at an angle for later use.

One can also imagine another embodiment of the invention in which the movement of the manual folding lever 84 is also transmitted by a suitable means to the keys 31 located on the other side of the pod 8 and thus causes the release of the keys 31 of both sides of the nacelle 8, as shown for example on Figures 30 and 31 . The hood 6 being released from both sides, it is then possible to extract it in the upright position.

Safe operation.

To avoid damage to the semitrailer when lifting the disengagement of its kingpin 7, the devices of the nacelle 8 were designed so as to allow the safe extraction of the hood 6 in the case where the latter could not be dissociated from the kingpin 7 on which it is mounted locked.

The locking means of the tilting mobile elements 30 in the depressed position, for this purpose has an unlocked position allowing the automatic release of the tilting mobile elements 30 under the effect of an external force of extraction of the hood 6.

Indeed, it is possible that the release of the king pin 7 can not be properly provided in all cases, including for example if the locking mechanism of the kingpin 7 is seized, if the mechanism of the release flaps 59 is blocked by ice, or if the presence of a layer of ice prevents operation of the control plate 63.

The lifting of the semi-trailer normally causing the disengagement of the kingpin 7 of the hood 6 would result in excessive efforts on the structures of the semi-trailer leading at best to deformations and at worst to breaks.

To eliminate this risk to damaging consequences, it allows the release of the hood 6 of the pod 8 in its locked state to the king pin 7. This function is made possible by the automatic unlocking of the keys 31 holding the hood 6 to the inside the nacelle 8, taking place as follows.

If for any reason the unlocking does not take place or can not be done, the release levers 48 are released by disengaging the locking tabs 56 by a first pivoting of the pins 57, 58 of the release flaps 59 sufficient for the end of the locking tabs 56 to disengage from the edge 60 of the corresponding locking levers 48 ( Figures 36 and 37 ).

The tilting locking levers 48 with hook 49 being no longer constrained by the elastic return provided by the coupling spring 53, the extraction force coming from the lifting of the semi-trailer affects the keys 31 tilted downwards. to pull them up.

Under the effect of this significant force and by reaction support of the rear edge 44 of each key concerned against the edge 47 of the extension 45 of the adjacent flyweight 32, a forced pivoting of the key 31 upward occurs during which the tip of the lower front end 39 of the key 31 escapes from the notch 50 of the locking lever 48 against the elastic return provided by the spring twinning 53 ( Figures 38, 39 ).

The key 31 thus completely released from the grip of the locking lever 48 rises by swinging upwards with a sufficient angular amplitude to clear with its counterpart a passage sufficient for the exit of the hood 6 ( Figures 40, 41 ).

During these movements, the rear 44 of the key 31 is supported on the extension 45 of the weight 32 to avoid a bending stress on the pivot axis 33, 34 of the keys 31.

The keys 31 are pivotally mounted on their respective pivot axis 33, 34 by an opening 37 of generally circular tooth shape 115 allowing limited free angular displacement beyond which, they cause this axis 33, 34 to pivot and vice versa for the pivot axis 33, 34 which can rotate freely at the same angular displacement and then drives the keys 31.

This function is performed using an axis 33, 34 having a wide groove 114 in which a tooth 115 projecting into the circular mounting aperture 37 of each key 31 ( Figures 42 to 44 ).

The width of the groove 114 and that of the tooth 115 determine the angular amplitude of the deflection.

Obviously, the invention is not limited to the preferred embodiments described above and shown in the various figures, the skilled person can make many modifications and imagine other variants without departing from the scope and of the scope of the invention.

Claims (15)

1. Lashing unit (1) with total maintenance and self-centring and self-lock of the towing attachment pivot (7) with a groove (107) of an articulated lorry comprising a hood (6) intended to be mounted and be locked on the towing attachment pivot (7) and a platform (8) with a seat (9) for the hood (6) and tilting movable elements (30) for self-centring, the hood (6) including a locking mechanism (104) foreseen to co-operate with the groove (107) of the towing attachment pivot (7), characterized in that

   - the hood (6) includes:

   - a retaining side cavity (91, 92) into which the end (38) of the tilting movable elements (30) enters and is blocked when the hood (6) is placed in the receiver volume (9) of the platform (8); and in that

   - the platform (8) includes:

   - a locking means (48) for the tilting movable elements (30) in position entered into the retaining cavity (91, 92),

   - an unlocking means (59) for the towing attachment pivot (7) allowing the release of the towing attachment pivot out of the hood (6), a tilting back means (84) for the tilting movable elements (30) in position not entered into the retaining cavity (91, 92), allowing the retraction of the hood (6) out of the platform (8).
2. Lashing unit (1) according to claim 1 characterized in that the tilting movable elements (30) are either of a single piece and mounted each on a rotation axis; or formed by two pivoting pieces (31, 32) each mounted through an assembly opening on a different rotation axis (33, 34, 35, 36), the first pieces, called buttons (31), bordering the receiver volume (9) of the platform (8), the second being the flyweights (32) disposed outside the receiver volume (9), mounted freely rotating on a rotation axis (35, 36) and each in tilting contact connection with the corresponding button (31) in order to serve as counterweight and visual indicator.
3. Lashing unit (1) according to claim 2 characterized in that the buttons (31) are mounted each on a rotation axis (33, 34), free on an angular sector, and driven by this axis on at least one other angular sector.
4. Lashing unit (1) according to any of the preceding claims characterized in that the hood (6) has a general form of a truncated pyramid presenting a central cylindrical housing (90) for the reception of the towing attachment pivot (7); a locking mechanism (104) for this pivot (7) for co-operating with the groove (107) of the towing attachment pivot (7); and a retaining cavity (91, 92) realized in each of its inclined lateral sides (42, 43) and including a lower transverse edge (93, 94) followed inward by a descending retaining surface (100, 101) serving as a support for the end (38) of the tilting movable elements (30) for the retainment of the hood (6) inside the platform (8).
5. Lashing unit (1) according to any of the preceding claims characterized in that the hood (6) includes a central cylindrical housing (90) for the reception of the towing attachment pivot (7); and in that the locking mechanism of the hood (6) is a unit of individual locking mechanisms (104) comprising each a piston (109) and a ball (108) carried by the piston (109), mounted each in a bore (103) of a series of bores (103) in concentric and peripheral disposition around the cylindrical central housing (90), each bore (103) opening in the cylindrical central housing (90) by a side opening (105) through which the corresponding ball (108) protrudes in locking position, the pistons (109) being mounted in elastic return downwards to emerge by their lower end downwards through the lower face (102) of the hood (6) in locking position, the unlocking taking place by pushing the pistons (109) upward.
6. Lashing unit (1) according to the previous claim characterized in that the pistons (109) have a hollow in channel form (112) terminating by a small basin (113) for the reception of the ball (108) and for the displacement with respect to the latter, the ball (108) disappearing inside the side opening (105) of the bore (103) or protruding through the latter according to the low or high position of the piston (109).
7. Lashing unit (1) according to claim 5 or 6 characterized in that the hood (6) presents a recessed lower narrow side (102) delimiting a volume in which a control plate is housed (63) which is displaceable towards the lower narrow side (102) and mounted elastically away from the latter, the push of this control plate (63) towards the lower narrow side (102) by a means external to the hood (6) causing the return of the pistons (109) and the release of the towing attachment pivot (7) by unlocking the locking mechanisms (104).
8. Lashing unit (1) according to the previous claim characterized in that the platform (8) includes release shutters (59), mounted each on a rotation axis (57, 58) and actionable in rotation upward to cause the entering of the control plate (63) and thus the release of the towing attachment pivot (7) by unlocking the locking mechanisms (104), the two rotation axes (57, 58) of the release shutters (59) being both driven in rotation, or only one among them (58), the movement being then transmitted to the second axis (57) by a pairing device (73).
9. Lashing unit (1) according to any of the preceding claims characterized in that the locking means for the tilting movable elements (30) in entered position, presents two positions: a locking position and an unlocked position allowing the automatic release of the tilting movable elements (30) under the effect of an external extraction force of the hood (6).
10. Lashing unit (1) according to any of the preceding claims characterized in that the locking means in entered position includes, for each movable tilting element (30), a pivoting locking lever (48) with a notch (50) receiving, in a blocking way, the lower front end (39) of the corresponding mobile tilting element (30); and, for each of the locking pivoting levers (48), a locking block (56) allowing to lock and unlock it by retraction of this locking block (56).
11. Lashing unit (1) according to claims 8 and 10 characterized in that each locking block (56) is integral with one of the rotation axes (57, 58) of the release shutters (59).
12. Lashing unit (1) according to any of the preceding claims characterized in that the platform (8) furthermore includes a feeler device (65) which detects its contact with the lower face (83) of the articulated lorry.
13. Lashing unit (1) according to claims 8 and 12 characterized in that it includes a pneumatic action lever (64), activating the release shutters (59) in rotation and activating the feeler device (65) on a second part of its stroke.
14. Lashing unit (1) according to any of the preceding claims characterized in that the tilting back means of the tilting movable elements in not entered position is a manual lever (84) for shutting the tilting movable elements (30).
15. Lashing unit (1) according to claims 13 and 14 characterized in that the manual lever (84) includes an end (85) cooperating with a feeler (88) of an end switch (87) to put the pneumatic action lever (64) out of pressure.

Images