HUE033483T2

HUE033483T2 - Train with a crane and a force transmission arm

Info

Publication number: HUE033483T2
Application number: HUE15159841A
Authority: HU
Inventors: Thomas Enderlein; Walter Koellner; Ludwig Koehne
Original assignee: Kirow Ardelt Gmbh
Priority date: 2014-03-24
Filing date: 2015-03-19
Publication date: 2017-12-28
Also published as: DE102014104033A1; EP2923991B1; CN104944299A; PL2923991T3; EP2923991A1; CN104944299B; DE102014104033B4

Description

f f afo with a mmt imé a three trettsplMlia»' «ms Hé' :ihw-»t»m relates:- :ix> » raisföiy vehicle fopo: witless first railway vehicle which has a '-mm: :&ttws*s,. ^iérgist fiSíiag ntonsents which set on she railway vehicle ttomig the opeMiun;of the.$?$»»smmm-p®®· t&é load and/or the inherent weight, at least a second railway vehicle aod Si least §M iwc® fokpfop: arfo, If partkadafo the mModon relates to a railway vehicle train Jar working without support m engineeimg structures, and/or tor increasing Ifew-standing load-hearing capacity values for operations outside the track axis, that Is to say, in the fofaled or pivoted state. The hwentieh further relates to a railway vehicle lor yoch a: railway vehicle fosin. feilway vehicles having: a crane straetare, for example, a jib oraoe construction. are fm example, front CH 68b 433 AS. Wifi; such jib cranes, the Iota! which is intended to be Med is generally located outside the sttppod face desceilfodby the contad Ipcstmns of the railway vehicle. Jhe iiltidg t^enfont which is thereby produced is contfxmsaicb lor hy means of a corresponding counterweigh! at the sale facing away from the load so that the ovens!! centre oforayliy cprnpristpg the load and inherent weight of the crape including the coasderweight is located with sufficient certaltdy with in the support foceTlead-side stahility).

Since the mass of the -a ffoád; of predeterrniaad tnap fastrsebdns (for example, by means of predetermined: maximum axial loads!, this counterweight Is provided wife a correspondingly large lever amt. At the same time, the centre of gravity of the crane without any load also has to he located whit suHclent ceAahtiy within the support taco in

Furthermore, the load-bearing capacity of the craue is often also limited by lbs litnltaiion of foe axial; loads, wherein this restrictlcm is generally decisi ve in the stale "wills load" for the load-side hogim its order to large counterweights and/or small stfe/potf faces, the following solutions are pteviotssly Mown, namely, on the ooe hand, increasing the standing surface-area towards the rear hy means of support at the side of the ccnutierwelght, or, on the other hand, depositing the counterweighs ost the grotatd or on an additionaieaniage which is not located directly hetow the counterweight.

Crane operations - including indm pivoted: state, that istosay, not in foe tank direetlus - usn be estied out ots brtilges or smiway onsfeankmeots fongtseeting sssetures) on|y In a Me-standing manner. However, tit is' also meatts that the support face is tooned only by the contact locations of Site wheels of the railway vehicle, Cfonsequetnly, there is produced a very narrow support lace whose wldfo corresponds m the track gauge of the track, A support:towards foe rear or depositfog the eoufoerwelgltt In the slate ''without any load" is not; possible since the: ground stabilities do oof esahie such loads. Consequently, only a relatively small cosmtsrwaight can be pr oduced at the crane and/or a small lexer amt of the eounterwaighf in order to ensure the inherent stability of the crane. The load-hearing capacity of the crane is greatly iimifed in this state.

Against this hasfcgrouofo an ob|eot of foe present invention is to provide a railway vehicle with a crane structure which enables operation without support on gngineermg structuras; and/or which increases the flee- siandmg tó®'-t3hSö1te':SÉx:^*·' ^aí. fe to say, m Öfp fot0>MM#0f pivoted state.

The object is achieved whh a railway vahjcie train of She type mentioned i.n she hwodncSion in thai the os: kast one force take-up arm is pivotable about a versien] arm and is configured to couple she first tailo&y vehicle to ilre second railway vehicle in order to at least partially absorb the tilting moments during the crane ope tat ion in at tract one direction in order to obtain the stability and/oc to reduce the contact forces so that the admissible contact forces can Ire asorptled with. Preferably, the force take-up ann Is provided on fire second railway vehicle.

That is to say that, in other words, the eonnteMos-que front the weight force of the counterweight is replaced completely or partially hv omans of a force which is applied from the inherent mass of the SbCOftd railway vehicle, svhleh Is prs-feiabiy located directly behind the crane. The coupling of the first railway vehicle to the second railway vehicle is carried out by means of the tpree mlopup arm, which cooperates with the first railway vehicle, :lt is thus possible,;for example.. : tor the: eousnerweight tolhe absorbed by soetuts of this force take-up arm when the crane is "without1 load" in order to cbnseqocatly obtain the inherent stability of the: -.emse. A a result of this coupling, there is also produced a relaxadósa of the load-side axles whieh fo the load ..case "without lead" are not effective, The iishesseetnaass of she second rah way vehicle and preferably a eowespoudmgiy onsere the inheresl stohtiify thereof m both ioad cases This counterweight Ctef he anauged on dte second railway vehicle laterally and/or in she losagifodsuhi vehicle sods so as to he able to be displaced orrdtated and displaced on a ssisfobie eoroponeot in order, for different peripheral conditions, to he able to optimize the position of tint ceatre of gravity of this second railway vehicle in each case.

The cosiplistg of the force sakemgamt to the first milway vehicle in order he carried opícterM^p^itiv^tóiagj^^r'páÖveáiooldHgf^^aer, for exanpie by nteans of hydrsdhe cylinders or corresponding detents or claw connections. faríherrnore, she coupling can preferably he carried out in a controlled and/or uncontrolled manner.

The tertss “coupling" Includes, in the contest of the present invetsfsotg both a fixed coupling and a tuovahle coupling, & MövaMc coupling means that at least ovhen: a tihing moment is ahsorhedy there u cpotact between the two "cottpllng demnU" and the "sampling· eismerds”· eatsotherwise also he located witl; spacing frosts each other (that Is to say, wiftast contact};. The term, "east be coupled" eomeq neatly includes the prodttetson of a ItxM eottgling m a movable coupling.

Due of the advantages of the present invention: is that Site operating region of the crane on the fint railway vehicle can he increased, Thatds to say, In other words, the pivoflug rartgeof the: crone: ean ite sne resssed tor & specific load without endangering the stability. Aötte 'Mvamage of tbc invehtfeu· oas-fesgsa· is ihat .th& lötó»fegM8|p*«pbiiy: increased, Thisis lieeande the load which is mtóndfeáitö. he sprrfedsean be distributed ovtret test tm railway vehk'te

Another advantage of the invention is ihstthe load is the track dlreedoti can be increased by· the use of the at least second .railway vehiele,

Another advantage of the Invention l&ftei&e5 flexibility -ofthgicmiplfeigdo the first railway vehicle css be increased by the posaibhuy of pivoting the .fee take-up sum about the vsrtleal mii-i

As -his pomt,. « should: ihriher be: noted huh: a plurality of second railway vehicles eats also he: tiSesi Sir example in each ease a Second railway vehicle la host of and behind: the MM- 'ssliw&y7 :vdl$el& The connection of Kvo or more second railway vehicles one behmdÉe other would: also:he conccivablci

In a preferred develophiPith the first railvpy vehicle· has st least: one laterally extendable and/or ioidAsut supporting sail, whes’eth the tit: lései óné three iafeg-up. ams^stee&öfledtíh'^e supporfingtmh of the first; railway vehicle,

ThlS: bpiution has the: udvmitap: that Use hires take-up amt nan: .cooperate whit e device,: that: is to say* fhe; supporting unit, oftiie llfstimllsvsy vehicle, which device iá: tdthady present lit: many railway vehicles with a: crime structure, Such snppbhhigmttlta whkh can be laterally extended and/or fdldsd.Out are normally used to: support the railway Valiié ie otUsldc the egek region, that is to say, outside the wheel contuse regions.

In a prethfted deveioptnenb the force take-ap arm can he coupled k> a counterweiglh of the srnne simetore of the first railway vehicle.

In this embodiment the fbtee take-op amt thus does nos cooperate with the supporting unit of the first railway vehicle, hot; instead with the counterweight ofthe crane structure;

The advantage of this solution involves larger tilting moments being aisle to be absorbed.

An increase of the ffissrbdhy can be .achieved: by the three take-np arm being: ented#le< In partieniar extendable in a telescopic manner. lb a praferred development:, hie: fore® take-up: aim can he emptied to an ondeipnfjíige of the first miiway vehicle. 'this means: that, in other words, the absorption of tilting moments is carried: out not by supporting the counterweight or by means of a coupling whit the supporting rani hut instead directly with the Uoderc&mlage, The coupling is consequently carried out within ihe wheel contact smiace-atea. 'fhe advantage of fids solution is the low level of technical complexity. However, ihe tilting moments which can bo received or absorbed « smaller ^^^^f^es^opfih^sw^^eAeoustefwtlghl or the supposting rant of ihe first railway vehicle. in a preferred deveinpsners, {he force take-up arm has a coupling clement which cars be bright into posUtve-lohimg engagement with dte supporting tnth andfor the eottiherwe^tt ofife &É& or id two opposite directions in 8 pteteód developnfenh the coupling element has at least ooelhpimtite^^linde? which VOdples the tőréé take-up amt to the attpponlng \mt and/or the eysnsterwéigbt of the emhe sttmemré M the lltsTtaliway vemslm in a/forther j^üü^ii^Sttdteh, •t'lii-ih^ahKe Cylinder otin be contrOlied ín stich & manner that the coupling is achieved by compression sod/peihtiSittO:· "ilte object ott which the invention is based ts also achieved by & railway vehicle ibt a tatio-ay vehicle trato ot the above-mentioned type to that the rabway vehicle has at least taw force take-up arts which can he- eotspsed to the fo'st railway vehicle in order to at teást parisa';iy absorb the tsiUog moments of the crane operation ht at: least one direction its order to obtain the stability oithe host railway vehicle.

Use ahovemsoiitioned /different .embodiments and developments of the railway vehicle train can be used both aldito and itt any cenShlssbons. The ixmptlng so the fost tab way vehicle eats consequently he carried out not £>%$*.one t^m'tgsucfe.a^.itr ««tjsle. the supporting uhu, but «Ho at a plurality of regions, WWVm, theifostures jnetrtfomd aboxe msd &*& J* tmúwM only dp: the; eomblpatson given in each case, bus «iso m other cp]^hl^^iöns^:tl<»í!at.:»ithOht:d^PÍt^:::fi®ötí^e:'^^i'.dS; the present invert!too.

Other advantages and embodiments of the Invention will he oppreclstgd tom the desetapdbn and the appended drawings, in which:

Figures i A-C are scheamtie illustrations of a first embodiment of a railway vehicle train, as a plan view, a side view and a detailed view; fipsus M-C am schematic lllnstíitÖop^Oi' 8s#tbf Mtbb^bdtdf hfilway vehitlfo ftOnt view and a detailed view; and

FipfosM* 1: are schematic iHashaions Of anchher embo Apian view and: a side view, in Flgntes 1A and B, a railway vehicle train is shown its a schematic ilUtstraiiofs as a plat? view and as a side view and generally designated Uf. The schmnsofe itinssrations substantially show only those components which ate required to explain the invgnim Ah other components are not iifostsasted iorreusons of clarity.

The subway vehicle train 10 comprises at least: a: &st railway vehicle IS and a second railway vetneie off which can be directly connected io each dfoer (coupled) by means of a corresponding tie vice si, shomd this be necessary. The two railway vehicles Ilik 3p each comprise an undercarriage 22 or 32 to which at fosat two ehaaala pr bogles 1:4 or Id cash having at leasifotse wheel axle, preferably a phsraisiy oTwheel axles,::are::f!tfod:: in each case; ilgiis-st railway: vehicle aoisss &mm· atme^e 46 amAZ* mmmméiWmi 44 mú* cofttttmvesghi 46. Both arms 4¾ 44 are ttthfta&Iy utfanged Shops a vertical axis H ami cm additionally be displaced in dm longitudiNil Ite&on ihoreog peförabh in á telescopic matmer. 1 he rotation ot ptvotmp movemenl ofthe arms 42, 44 sffeouS: the rrfcafaids II can either be carried out in a synchronous manner .*» that she two anns 42, 44 are always located is* a line, or ahereaiiv&iy dm numnmnt can siso be e&nrvd out: imkpendentiy of each other. The rotation nr pivoting movement of She Swo arms 42, 44 is always caused out frrsoch a tnasmef jKat the stability of the hrst fatlmy Thiele 2Ö remains ensured. Idlatisto say that, in other words, the .tilting tnomeots caused by the load ht'®4'd6d:!6flfe».^»«'--a«»:42.aa#or the eoasttemai|hs;atshe end of the oosmterweigh! sum 44 are comptpated for at feast to socl?- ast «stent; tot the: overall ceshrp of gtmity. of the crane wish and without a load :is diways wrihlp jib d^etiaaf .co»«- sarfce-araa? sod "Éü penmssMe enniast forces ate got gxoeeáesi Sápért: *$m·, m<é tihistg monsetsts is igsitesssliy obtained fey the railway vehicle 20 iadhgi: soparSs which are provided istehally on the msdereamage 22 are extended mnf moved, into contact %víth'W-'g^á%-«t;dPir:'ld increase tile ®mmt <4the railway vehicle.

In many esses,; this increase of She contest: sssrftsce^ssS'eif is hslt; possible ssrsce, for example*·· fsserahy voth respect So She track Shore is no mom present for She suppers. This is particularly the ease wish engineering structures, sneh as. for exarapfe, bridges. A lateral support beside the track is gesmraily not possiole at Sh;s location, irt order tO: ensure stability, sit sstsch cases the second; railway vehicle Í& is provided, if generally serves io absorb tilting moments which ocstit ohifhe Bí^.rilw^A^hipl^iÉitmbtíÉfwhon picking up a load oowter seitldg down a load. As a result of the at least partis! absorption of silting moments daring the ogetmiost of she crane 40, the stability of she firsts railway vehicle 20 can cotssedtíetstlyhé maintained or eststsretf, Λ plurality of exassplos will be illustrated beiow of how Silting mosrsems can be si least partially absorbed dining operation efihe ersoeby she secondrasiway vehicle 20, líöweyer, it should he nosed at this point that tlte invention Is; not: Intended to be limited so these examples, IVkuly Other possibilities arc known ha tise person: skilled lit; She ad; Ih;Order to shsorh Stlrine sowueots b<·· means öt' !o tlte esnfeodimestí: shaisvá: |h Tignre I, She second railway vehicle 30 Isas a force sake-op arm 30 which is retained l:h;8;SfroetnreJ;S.. Isthggresent example:, file structure 38 is rotatably supponed aboata. veoicai aids; H, In :a hitther preifetPid;ntanner, the force take-up arm 36 can be displaced in she longiSudiitid direetiors Shareofso that the span ing between she structure 38 and the end of the force rake-tip arm 36 can be changed, A Merd!; dtsplacesnsbt of the force take-up arm 36 si tight angles rdtaive to the longitudinal direction may also he provided, in s further preibrrcd manitcr, the Spree take-up arm 16 extends through the structure 38 and has: as one: end thereof'» counterweight 39; llowevey it la ttot absolutely necessary to provide such a; courherweighS IP, kreipoifeiy, ibis counter weight tmnlso tar moved in a iongupdloal direction in order to ^ ^JMlngoWtth. :tesf®sf: to Üe structaro 3%::l6'..g; rnsmper, die: cotiinerweight: |9 w :|5^ab{5í-":^t«íö®i·· Mkí& a vertical .ü$%- 40 ihat tbc eotmietAmight »vsc| independently of toe aÉÍ8pddl|.', however,$»·atotdte? M:Zm$·a%ö be able to be displaced Isiibe longitudinal and/or transverse direction. 'M fbu other end M toaíotce im Ml which is opposite th&mmmmégfciW* tfeu is Síi:ed;si«o«i>iing element 68 which San be coupled to dm emnnotweigut 46 of tbc erese steftas: AD, This coupling Is: carried össi Isi sasií s sssssner tbst a biting moment IPabsothod as ti least one direction. Has tssaas In other words that the coup hag element absorbs a fotce ip a?j upward direction <md/«>r in a downward direction ΪΜ: coupling elemen? 60 may in the simples,? ease be a planar ek-mesu, tot ejisssspie a plat» which isbeonght into contact with the upper side öt the lower side of the counterweight 46, Of course, It is .also possible to keep the pianae elesneni ncith spading b ony the copnierweight 46 So that a contact occurs naht when a tilting moment is absorbed. The coupling forces ate transmitted in this variant as pressuredomes, Alternatively or ttetlonaliy, there can also he used cPupiutgeletaeats which tmnatna lie coupling forces as tensile tees, lor example cables, chains, pali tag straps, etc.

As has already been rneatlöasíi the erane structure with the cmM arut di dad the counterweight arm 44 can be pivoted about tbs vertical axis If in order also to ensure the: stability during such s pivot movement, the structure 3b Mioses Ms pivot movement with the force lahe-op ann M add the coupling -element 6Ö so that the coupling:elenmat:60 always tbib&ihs cOirpfcd to the counterweight 46: Ftthiberatore, the same also applies Ifibe eotmierwetghi arm 44 is deployed orreuaeted so the longitudinal dltostipn.

As already ntesitionmi the coupling elemem 60 may be constructed dlierenify, tor addition to the described simple phtnar fortn, tie-coupling etemet u may «ho be constructed to a IMhaped manner so that:If can receive the counterweight 46 between itself. Figure IB is a schematic tiiostratiOti of such a U-shapedtstrodtore: The advitningeof this U-shaped strochae consists In particular in. tilting mptnenis being able to feu stbsorbed Its: two opposing directions,:

Another embodiment of tbc tioupling: eidasekt 6(1; is IllitstiíbiSíéel seitsmál4^iiií^·· In Figure i £. The coupling element 6Ö :has at least: one hydraulic cyhhdei 62 which, oh: fits one handrlk sectued to the coupling element m and, oo the other hand, can be brought into contactwith tire counterweight 46. ^ihkkyámM 42. a controllable or add-stable force can be applied to the counterweight 46. This force may be a pressing force or a tensile force. The force which is appised may ;m this inmattehe fixedly predefennmed or may also: be comrolied or trtgtdatod by means of a control System,

In addition to the above-described one hydraulic cylinder 62 which acts on a face of the counterweight 46, there may be provided another hydrmtHc ονΙΙκ#!· ^ face of the counterweight.

This hydrantic cylinder 62 may also apply a pressing or tensile tee winds is fixedly predetermined, controlled or regulated. to figure f Oy such a protfuefion variant: is Illustrated wild two mutually opposing hydraohe cylinders 62,

Figure 2 shows another variant of 8 railway vehicle tram <iesipáted,M, 3½ mmgmmts wblehere indicated with shit -ante reiVtencc numerals '.vili aot he discus*»! m greater#^!!' bdlowf #st«ad. r&f&tsme iswÜsrtö· the stateon-nt·; fenne

Hie sfesmpiisjf! of whs#· set otyfhe: vehicle 20 during the grane opersllotv Is 1» txtrtt aWmroed iw okuuw of the force iake-op arm 3b whose coupling: element gb i<; o»i, however, coupled so the eoputerwelght 46 of the first rrttiiway wihole |(h instead to a supporting device which Is designated 28, This supporting device 28 is fitted to the undeifeartlage 32 of the fust railway vehicle 20 in such a mariner that if can bo laterally deployed, as #dwh in Figure Í B, The su|>ppi1htg (levies mat for example. be the device which are provided in conventional railway vehicles wish a warm structure in order to btertíase the contact surface-ares, áherostiieeiy, Ühpf j$p :b$: Jp$yd$#i devices which are provided alone to cottperihe with the coupling element 60,

Although hi Figure I duly otic support ing device 28 is shown, a? least one additional supporting device? m&jf be provided at the opposite side of the first railway vehicle- 2(1 with respect to the Iphgftutlinal aJtis. In a further preferred aranuep such supporting device 28 may he provided al all (our corner regions of the first: railway vehicle 20.

The eoupMag element which Is provided at the end of the: item. i#esnp arm 36 cooperates with (he supporting device 28 in a similar manner to the coupling element whicts is described with reference to figure J and counterweight 46, h; patpealar, the eoupiittg Olement It) dgaiu Itas at least one planar efethest: which, when oIPng moments are ahsothed, comas Into ceptast with the supporting device 28. 'tire coopllügéjenreoi 00 can agam he coostructedtin a fl-ahapad j^cmer^m. ^é:llfc,:A»í is to say,

Citing moments which act hr an npward,direction and in á downwa# direction, est? ho absorbed. The coupling threes me transmitted lit few variam as pre-smug (btces. Aherrmuvdy or additionally, there c.au also he used coupling elements which transmif the cpupfhtg torces as chains, pulling straps, etc. Figure 2C illustrates & ti-shaped coupling element hi), wherein in this example, two hydrauiio sryiinders 62 are also provided between the coupling element 60 and supporting device 28.

In this variant, the two hydraulic cylinders 62 are also construoied in such P manner that they can apply pressingor tensile imxms which are predetsrmmod* controlled or regulated. Furthermore, it is of course also possible id prewldo only ooe hydraulic cylinder in place of the ovo hydraUile eyttoders 62 shown.

The advantage of this embodiment#own irt F5pr6 ;2 cap: hO: seen Itt itat Été tores coupling between the coinplidgmlentent dthaod the^ supporting device 3i is; independent of the position of tife souftterwolghi of the emoe structure dihCionsefeieotly, a control or mgrdatioo device whlchdracks the coupling elétpsöt 60 in accordance with the movemetn of tiw eo!tufe;rweigi!t:46 caii he tfibpensed with. h should be noted fit»* the. force s*kc*up arm In shw vaflasw may alternatively aho be fitted to this first .rqfhssqy vehicle .&?td .§epöídip'gly apppottlll d«v|p^S :¾¾¾ :ítesktk^fe4;sQ did second Railway vehicle, 1.0 Figure 3> anpfwt «$&!*£ of a railway vattieie tfoife Is sclpnsdieaiiy Illustrated:.. b»a designated |& Components which .secs'the same srp again isxdhfoseb with the SiSmis -aMBSt « Wpstfei descripíiön of thesecomponents can he dispensed wtflh

The di Terence with respect to the vadast d»s#||«4.'ll» *$tó!É>*y& lip# 2, «sh he seen ih that the efeugifog element SO of"the.iforeestske-np. am? 36 cooperates direct íy with the undercarriage 22 of the first railway vehicle 2d, That Is to say that is other words, the coupling element w placed on the undercarriage 2:2, Á MMfan wouldafeobo: conceivable in which she coupling element 60 is coupled in a poshiygílöúliog «fttfor ntm^msitlvedoeking manner to the conoter-detncnt on .the aadctv^rttsge 22. fo: order to. be afelé to couple the coupling «icíMtn # to the uuderessTiaptPtofitite ifotwsllway veMcldpId force take-up ami >6 is: dtspl&eeahiy retained· with the bshlpling: dement 60. In particular, the force take-mg S0U 36 -080-¾ displaced is the longitudinal dfcetsfto» thereof as that thespaefog between tfammmMstöfö fenupltng element: fed «an he «hanged. Fwrthorfotae, it is advantageous •íViltepit^ep^l^.ÉethahttS'Ö ctin fee dlspaeed fo iemts of height so that the spacing between tfee coupling: blefosnfafe^ 22 of the first railway vehicle 20 can :lse changed, öf course, the Three take-up arm 36 eodlif also fee fettsdfo the first railway vehicle and accordingly then he coapied to foe seeorai t ailway vehicle. the advantage of this solution is evident in that It can he produced in a; teelnMy very wimple tsaaoer, However* the tilting moments: winch east fee mceived or absorbed are lower than in the previously described variants. ás oirendy mentioned above* die production variants described are of a purely exemplary nature and do not: constitute: the:only possibilities twlnfoletaenfeng the invtmtion. Other solutions for absorbing tilting moment* asingíÉid-tóerentw^ight. efthe seetmd mllwey vehicle are cöncewabie. Furthermore, the production variants desenhbd above can of sounso also be lively combined with each other.

On tlfo whole* the second railway vehicle and the couplhig to the fim railway vehicle enables a crane operation whiefe cau dispense with lateral sttpports on the ground in order tq mmm the contact «thee-area. The absorption pFiiitfng moments la instead carried out via the inherent weigh· of the directly coupled second railway vehicle. The solution according to the Invention consequently:fiermits an increme oi the operating: range: of the crane and/or the bforgisse: of the load-hearing capacity.

The aitvaafagpof this: railway: vehicle tralnwonsognentiy consists:^.;«jfgpe'-opmtte»..#ö'. hálni pöSsfofo öft> ongineortng struetures without having to sigmheantiy reduce the maximum bearable load. Crane operation on engineormg structures, such as, for example, bridges, is consequently readily possible. Furthermore, the railway vehicles with a crane struetarc do not have to he modified at ail or have to fee foods tied only

Claims

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2, Μ I» igénypont mmtá hogy aa eröielyevö kar 06} egyik végére agy eilenshly Üb) vas) fehaesdve, ;y a?: I. vagy 3. igénypont szerinti smiánnthszerdvény (10), ahol as elsó sinjánníi 00} legalább agy oldalirányban sotolható cs vágy kshgthatö mbgtissasaiö egységgel uzsutJellemmé bog*· a Iffalább eg> erc-ietvevi kar (3|) ag első smjámsü roegtá«5&$.ztá cgységévé|0g) összekapcsnlhtstö. 4, A:·' I. vagy 2. igénypont syeríoo sjojársnö-s?etdvény (I0,\ sfedi: adasisfb^tolny-'Cd®^sgycstesdttfal (46) randolkezik. azzal /e/fcwecwr. bogy a legalább egy erdfeivevO kas 0:6) a űtmjlsléphmény ellensülytel i4o} öss2éki0csöiha0<: % Ax eltk# igin^öptök bármely lka mMŰi sirtfMwii-szsmMwp (M% űtmlj^iemsm, tegy a bpiább egy csöfeivevö kar (36) hossz- ös/vsgy keresxtirányban abnosditkásk 6, A;-: ciöaö lgénypr»s?tok básmesvikc; szer®;; smiármü-szeraveny (!()}, oaso/Jg/gsíííasi'ía hogy a iegasább egy es^iiiycvöksss í36}0<itöíhátÓB ?. A; szerhni sÖtJáiáóbAzereivásty (*uk ezzel jk$k?tpezvd, hop' nz ergA^ '' kztm #6:?: fe# tfMfy 09} mrnémiyhm Wf kemvonknyhas a afaadfic ft&Ofcmff #i>> ^í!í elnszzdibisíd étvágy a biggáieg&s középtengely :<=MJ tetkl a thégathssóan vas·: roagtanva, :8, :&z L, 2. vagy 6. igénypont-boB? ηζ·Ρί·ό*&«ν·®νΑ ^ pb) az első slnjármti (20) feoesíál^á^áva! (22| 0ssx8k#cs0lhsi0. .;&, A 3, igénypont szerinti shpzsi&nzereivéay 0%,. '«ifep$ib: egy st^&lw*0^· (36) egy összekapcsoló elenmseffhö)retKleikezík, amely egy hányban vagy ke- e.i-entetes: nslnyhsn atóK&A0’ kapcsokéba hozható a megtámasztó egyseid OS). tth A :§. igériypont szerkői shmbmm^szerdYény 130« βΖΖβί jeltemezve, bogy áz Ósssekspesolö elem ;{ö£*) legalább egy hidranb.kus munkahengerf (62) tartalmaz. aniciy az érőiéivé vb katt {3é} a öarmfeUípittsóny (·!*·') megtámasztó egységével Ok) és/vagy az cHoasillyáva; (46) nsszekspcsthja. M, A Ml. igénypont szerinti sitpártsiMízerelvésy (10}pa^a3^ífei«eg^ hogy a lusiraobkss nmhkshengec ip2) yszéxglhsíös mégpedig öly séööoayikogy az Összekapcsolás nyomásra ás/vagy Mzásne következik be.
13, .Az előző igénypontok bármelyike szerinti skyjármü-szerelvény ()0| -ami' bőik :·**. eröMve vökarpö) a második slnlérnsfepb) van felszerelve, Í3, Sinfármii ;P% amely egy az I -12, igénypontok bármelyike saerimi sialárepl^szerslvcso (lö) első ainjármbvévekpd) Összekapcsolható, ahol a siójárntü (30) legalább egy eröíelvevb kárnál (3b) reíxieikézik, hogy a MlentÓstyomatékokat a daroüzerndés során legalább egy irány inra legalább részben felfogja, hogy biztosítsa a stáblistád éAvagy a l&snasztőerökd oly mértékben csökkentse, hogy a megengedett támasztóerök hetaMhatók legyenek, emellett a iiegaiébh egy erbféívevő kar (3ö)a stsjáínííi öö) fílggölggés középtengelys· (B) kőről elforgatható.