SK279364B6 - Combined road-rail transportation system - Google Patents

Abstract

A combined road-rail transportation system consists of a locomotive, semi-trailer motor vehicles, semi-trailers (9) and rail running gear (29). The semi-trailers (9) are provided at the ends, in each case, with one kingpin (5, 6) and the rail running gear (29) is provided with a coupling intermediary (1) with two couplings (3, 4). The coupling intermediary (1) is connected in articulated fashion to the rail running gear (29) by means of a ball joint (2).

Description

The road and rail transport system consists of one locomotive, semi-trailer tractors, semi-trailers (9) and rail bogies (29). The semi-trailers (9) are each provided with one locking pin (5, 6) on the front sides and the rail carriage (29) is equipped with a connecting link (1) with two couplings (3, 4). The connecting intermediate member (1) is articulated to the rail bogie (29) by a ball joint (2).

/ I Φ · y · W 9 1 29 33 32 9 1 J 1 = 3 1 • π - |

SK 279364-6

Technical field

The invention relates to a road and rail transport system from a single locomotive, semi-trailer tractors, semi-trailers and rail bogies, wherein the semi-trailers are each provided with a locking pin on the front sides and the rail bogie is provided with a connecting link with two clutches. tracked undercarriage.

BACKGROUND OF THE INVENTION

Transport systems of this kind are known. They are primarily intended to take advantage of short-distance road transport and long-distance rail transport. DE-OS 33 44 513 discloses a road and rail transport system in which two semi-trailers are each coupled by means of a railway bogie to a freight train. For this purpose, each track bogie has two separate supporting and connecting elements, by means of which two adjacent semi-trailers on the track bogie are always supported and connected to it.

In this conventional road and rail transport system, each semi-trailer on the rail bogie is supported by an independent support and coupling element, resulting in the axles of one rail bogie being unevenly loaded when the semi-trailers are differently heavy or when, for example, they are differently loaded. This has a negative effect on the safety of running the rail bogie, so that the road and transport transport system cannot move along the rails at the required high speed.

Secondly, this kind of connection between the rail bogie and the semi-trailer is difficult to shape and difficult to operate.

US-PS-2,844,108 discloses such a transport system, in which the semi-trailers are not connected by means of an adapter, on the contrary, they are connected directly to the rail bogie. This connection is carried out as a hinged connection, but not pivotable laterally by means of a ball joint, but as a pivotal connection rotatable about a transverse axis. In the case of unevenly heavy semitrailers, therefore, on the rail bogie, uneven loads on the rail bogie axle occur and, on the other hand, due to the bias of the bogie semitrailers around only one axis, all of the impact of the rails on the rail bogie on the semi-trailer and its locking pins.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to overcome the disadvantages of conventional transport systems and to provide a transport system with low demands on personnel which does not require any substantial changes to the semi-trailers so that they can be easily connected to the rail bogie.

SUMMARY OF THE INVENTION

This task is solved by a road and rail transport system from a single locomotive, semi-trailer tractors, semi-trailers and rail bogies, where the semi-trailers are each equipped with a single locking pin on the front sides and the rail bogie is equipped with a connecting link with two couplings and with a rail bogie according to the invention, the essence of which is that the connecting intermediate member is connected to the rail bogie by a ball joint.

The locking pins correspond in principle to standardized locking pins and can be easily connected to couplings arranged on the connecting intermediate. Since the ends of the semi-trailers lie on the couplings arranged one behind the other in the direction of travel, they are connected to the coupling intermediate member and when this intermediate member transmits the load to the rail bogie, the differential loads of the couplings are not noticeable when the wheelset is loaded. .

In order for the rail carriage to have all the necessary degrees of freedom against the coupling intermediate, so that no irregularities are transmitted to the wheelsets when passing over inclines, curves and descents or gradients, the coupling carriage is articulated to the rail carriage, preferably a ball joint. The two couplings on the connecting intermediate are, with respect to safety, designed with both locking pins as a standard semi-trailer coupling, for example DIN 74 084, so that by aligning multiple semi-trailers over the corresponding number of rail bogies a complete train unit can be assembled as an economical transport unit.

Semi-trailers can be made open with sidewalls, undercarriage and tarpaulin, eventually side sliding versions with tarpaulin without side but with strap straps in canvas or as closed dry or insulated cooling bodies.

For road travel, the semi-trailer is equipped with one front standardized clutch with a locking pin.

The rear axle unit of the semi-trailer is usually designed with air springs and can optionally have one, two or three axles.

In the front part, behind the locking pin, there is an opaque jack, which is mounted in various embodiments, for example in a rigid, lifting or tilting or telescopic design, such as a jack or a lifting device controlled by a foreign force.

According to the invention, each semi-trailer is equipped with front and rear safety pins at the front and on the rear. These locking pins are always engaged with one rail bogie.

This is accomplished by arranging the rail bogies on a leveled surface equipped with rails embedded in the floor plane and the front rail bogie coupled to the first semi-trailer by means of a locking pin arranged on the front of the semi-trailer. The locking pin and the coupling are arranged in a perpendicular vertical axis above the ball joint.

The torque rigid connection to the coupling undercarriage of the end bogie is made by at least one mandrel of the coupling interlock which engages in a recess in the front part of the semi-trailer. A locomotive may be attached to the bumper side of this rail bogie. Then another rail carriage is connected with the rear safety pin, so that after pulling the pneumatic suspension axle or the axles of the semi-trailer and raising the front opaque jack, the semi-trailer lies when transporting the truck.

SK 279364 Β6 rails front and rear on one rail bogie.

A train according to the invention consists of a plurality of rail bogies on which the front end of one semi-trailer and the rear end of an adjacent semi-trailer are each supported, the front end bogie and the rear end bogie, each with at least four wheels or at least two wheelsets. The rear end bogie is connected to the rear of the last semi-trailer by means of a locking pin.

The connecting member of this end bogie has the same design in terms of its momentary rigid connection to the rear of the semi-trailer as the central rail bogie for two semi-trailers. The locking pins are identical in size to this rail bogie. Here it is also possible to connect a locomotive on the bumper side.

The resulting bending forces due to the unladen weight and load ratio, as well as the longitudinal forces occurring inside the train, are absorbed by the semi-trailer frame and transmitted to the rail bogies.

The trailer coupling to the locking pin at the front end of the semi-trailer is preferably arranged above the articulation between the coupling intermediate and the running gear, while the rear locking pin of the semi-trailer is momentarily rigidly connected to the coupling intermediate. In particular, this can be done by at least one locking pin on the coupling gap and at least one corresponding bearing in the semi-trailer.

Therefore, although the coupling is offset in the direction of travel against the ball joint mounting, the coupling member with the rear part of the semi-trailer forms a unit which forms a vertical support above the ball joint preferably arranged in the middle of the rail undercarriage.

The mounting of the semi-trailer on the front directly above the ball joint allows additional, central and vertical transmission of the load of the respective semi-trailer to the ball joint arranged in the middle of the rail bogie. When traveling on rails in the mountains or descending into a valley, relative movement to the rail bogie occurs through a momentarily rigid connecting link connected to the rear of the semi-trailer and via the ball joint, as well as the second semi-trailer in the region of its front locking pin.

This bearing surface on the front is easily convex to guarantee the necessary angular degrees of freedom in vertical angular mobility.

When driving in a curved semi-trailer, the semi-trailer can be rotated rigidly with the coupling member on the ball joint with respect to the spherical bogie, while the other semi-trailer can be pivoted with respect to the coupling plate by sliding on a slightly convex coupling surface. The rail chassis can therefore be adapted appropriately to the dynamic conditions of straight and curved driving.

In order to compensate for different design tolerances between the locking pins and the bearings on the semi-trailer, a ring surrounding the locking mandrel, which has a convex bearing surface or can be resiliently mounted, can be arranged in the mandrel mounting. The annular disc retains the ring in the recess of the bearing and prevents the ring from moving outward, wherein the bearing and the locking mandrel surround the mandrel mandrels, so that the locking mandrel retains the corresponding clearance when the radial forces are applied. Since there is no alternating load in the axial direction when traveling on the rails, a non-tilting bearing is ensured by the spring seat of the locking pin in the bearing ring. If necessary, the spring bearing can be dispensed with, so that only wear with adequate radial clearance occurs.

By means of the locking pins on the coupling spacer and the corresponding bearings on the semi-trailer, the coupling coupling can be pushed by itself using its locking spindle and bearing on the rear side of the semi-trailer to the final position, with the rear side of the semi-trailer first lifted over the slip on the coupling axle. and the rear side of the semi-trailer is guided across its longitudinal axis by the running-in locking bolt against the ingress when further longitudinal movement of the vehicle into the middle axis of the coupling.

Power locking is achieved when the locking pin is connected to the coupling.

In this position, the locking mandrels are received in their final position.

The connecting intermediate member is supported by a support during approximately the horizontal connection. There is an unavoidable inclination of about 0.5 to 1 degree between the intended horizontal and the connecting intermediate from the ball joint to the support, so that after final attachment by the connecting intermediate members to the rear part of the semi-trailer, the support is relieved again. When the support is swung out, there is no longer any support force, so that it is only exerted with a small force. In this case, it is possible to integrate the tilting mechanism into the coupling process without much force.

The support is tilted high when traveling on rails with a semi-trailer attached.

The dimensional design and determination of the structural lengths and angles of the guide and guide members opposite each other, such as locking pins, bearings, guide leads and parallel guide edges and slip ramps, is carried out in such a way that the guide functions for guiding the rear part of the semi-trailer are continuous.

The procedure for attaching the rear part of the semi-trailer to the rail bogie is as follows. The rear part of the semi-trailer comes up against the rail bogie while lifting it above the ramp. The coupling link swivels according to the lateral offset of the rear part of the semi-trailer above the ball joint against the stop, with the coupling link bending down slightly and remaining on the head restraint. The rear part of the semi-trailer is raised so high that the rear axles of the semi-trailer are very lightened as they move further towards the center of the running gear. The rear part of the semi-trailer is guided to the middle position of the coupling intermediate. The connecting link now comes with its locking pins to the outer guidance area of the rear semitrailer. In this position, the lateral guidance of the rear part of the semi-trailer is terminated to an undetermined value in this position. The connecting intermediate member is now rotated with its intended longitudinal axis by a locking pin and being placed in the mating longitudinal center axis of the semi-trailer. During the last longitudinal movement between the rear part of the semi-trailer and the rail bogie, a fine centering is carried out, with the connecting intermediate member being lifted reliably from its previous support. The support is pulled up or tilted.

In the described embodiment of the individual components according to the invention, no assembly problems arise between the connecting intermediate member and the rear part of the semi-trailer, so that there is no high stress on the material with subsequent damage. The longitudinal force required to move relative to one another in the longitudinal direction between the rear part of the semitrailer and the rail carriage is also limited, which in turn prevents the standing and braked rail carriage from being displaced on the rails.

In this course of coupling, the front wall of the semi-trailer, which is connected, for example, to a shunting machine and, as a rule, does not exactly match the rails, does not move transversely to the longitudinal axis of the semi-trailer. If the coupling link were mounted in an infinitely rotatable manner, the front wall of the semi-trailer would have to be displaced laterally in the inaccurate approach when fitting the rear panel of the semi-trailer, which could lead to damage to the sliding locking members of the coupling.

In order to achieve a minimum distance between adjacent semi-trailers for the passage of an arc, the front locking pin may be arranged in front of the front of the semi-trailer. Since this locking bolt is located far from the locking bolt that serves to connect to the road tractor, damage to the locking bolt on the front side during road travel and when coupling to the road tractor must be avoided. Therefore, the locking pin on the front side is recessed or arranged recessed into the frame cut-out, so that the locking pin does not protrude above the bottom surface of the semi-trailer in the front coupling area.

If the front locking bolt is recessed in the frame cut-out, it can advantageously be mounted on a cradle swung upwards into the frame cut-out and secured in the upper or lower deflected position by transverse sliding pins. In this case, the loading plane of the rail transport is at the same height as when driving on the road, and the locking pin now does not protrude above the lower surface of the semi-trailer in the front coupling area in an unnecessary position. For road travel, the main pivot of the rail transport is swung up.

To facilitate handling, the cradle load can be compensated by a spring, while the locking pins can be controlled by an auxiliary force.

The upwardly tapered cutout frame is so narrow in its width that the usual semi-trailer connections with its coupling or seat plate are wider than the width of the tapered cutout frame. The motor vehicle can therefore, with its clutch on the front, initially slip under the semi-trailer up to the safety pin for road traffic without the tractor coupling plate getting into the cut-out. There is therefore no collision with the locking pin for rail travel.

Additional safety against jamming of the locking pin with the road tractor coupling, or against the jamming of the road tractor coupling separately in the front tapered frame cut-out when it is to be coupled to the semi-trailer, can be reached by a beam rotating forward into the cut-out opening. with the bottom and front edges of the cutout frame closes.

To prevent the beam from interfering with the connecting intermediate member, the beam can be rotatably fastened by means of at least one rectangular lever and articulated hinge at the upper edge of the frame cut-out. For each beam position it is advantageous to secure by means of a locking pin extending into the at least one locking coupling.

The frame cut-out can be arranged symmetrically or asymmetrically against the longitudinal plane of the semi-trailer.

For better insertion of the connecting spacer into the frame cut-out, the cut-out can be provided with a V-shaped forward opening.

In order to facilitate easier insertion of the front and rear locking pins on the semi-trailer into the corresponding couplings on the coupling intermediate, the coupling intermediate at the front and rear ends can each be provided with a sliding start in the form of forward and rearward V openings. the coupling intermediate height offset relative to one another in order to achieve approximately the same overall height between the rear of the front semi-trailer and the front side of the adjacent rear semi-trailer.

Furthermore, the frame cut-out for the front locking pin may have stops in its extension to secure the corresponding clutch at the coupling intermediate when the corresponding rail bogie is located at the beginning or end of the semi-trailer to achieve a moment-rigid connection between the coupling and the front of the semi-trailer.

A pivot or withdrawal support may be provided between the rail bogie and the connecting intermediate member, which determines the limited rotation of the connecting intermediate member for the coupling procedure and not the unlimited rotation. The couplings can be fastened as closed structural units by means of screws on the coupling intermediate, so that in case of overhauls or wear or loss of function of the coupling system, the complete coupling can be quickly replaced.

The coupling member is supported on the track carriage in a conventional manner across the direction of travel by means of springs, so that, for a single semi-trailer, an overall three-point bearing is generally statically supported on the front and rear track carriages. In addition, resilient supports may be arranged between the connecting intermediate member and the attached semi-trailer, so that a four-point seating of the semi-trailer is obtained from a certain angle of inclination. This then has the advantage when the semi-trailer is constructed in a soft-rotating design.

Replacement with a four-point bearing is carried out in a soft-rotating version already after several angular degrees. This applies both to the bearing on the front side and to the bearing on the rear side, so that a full support is produced after a transverse inclination, for example 5 mm. These additional elastic supports allow structural tolerances when coupling.

Furthermore, the locking pins may interfere with the axle clearance of the semi-trailer so that the relief can be recognized when the air gap is being inserted and discharged, and that pinching and assembly problems are prevented.

BRIEF DESCRIPTION OF THE DRAWINGS

BRIEF DESCRIPTION OF THE DRAWINGS The invention will now be described in more detail with reference to the accompanying drawings, in which: FIG. 1 shows a part of a train set according to the invention, FIG. 2 is an enlarged side view of the ends of two semi-trailers coupled to a rail bogie; FIG. 3 is a plan view of FIG. 2, FIG. Fig. 4 is a detailed view of the safety connection between the safety pin on the coupling intermediate and the corresponding seating on the semi-trailer; 5 is a detailed view of the front end of a semi-trailer with a frame cut-out in which a locking pin is recessed; FIG. 6 is a detailed view of FIG. 5 with the locking pin in the upper outward position, FIG. 7 is a plan view of the embodiment of FIG. 5 and 6, FIG. Fig. 8 is a detailed view of the front end of a semi-trailer with a beam rotating into the frame cutout opening; 9 is a plan view of the detailed view of FIG. 8th

DETAILED DESCRIPTION OF THE INVENTION

The train set according to the invention consists of semi-trailers 9 which are connected by means of couplings 3 and 4 to the connecting intermediate member 1 and lie on a rail bogie 29. The rear axles 10 of the semi-trailers 9 and the support jack 32 are raised so that they have sufficient clearance above the upper edge of the rail. One locking pin 33 required for coupling to a road tractor is arranged displaced back at the front end of the semi-trailer 9.

The connecting member 1 is rotatably and pivotably mounted on a ball joint 2 on the rail bogie 29. Across the central longitudinal axis of the rail bogie 29, the connecting link 1 is supported in the usual manner by springs.

The connecting intermediate member 1 is provided in the travel direction with displaced couplings 3 and 4, of which the rear coupling 4 is arranged above the vertical axis of the ball joint 2.

The connecting intermediate member 1 is provided forwards and backwards with one sliding runway 22 and 23 and V-shaped recesses 20 and 21 open forwards and backwards. The storage surface 30 of the rear clutch 4 is stepped up against the front clutch 3 to achieve that the lower edge 17 of the front semi-trailer 9 and the rear semi-trailer 9 are at the same height.

At the rear of the front semi-trailer 9, a rear locking pin 5 is arranged in the longitudinal median plane, while a corresponding front locking pin 6 on the front side of the rear semi-trailer 9 jc is arranged in a protruding cutout 16 of the frame. The frame cutout 16 terminates the lower edge 17 of the semi-trailer 9 while the front locking pin 6 is displaced back against this lower edge 17. The frame cutout 16 is narrower than the rear coupling plate 4 of the semi-trailer, i.e. the standard coupling, so that the front locking pin 6 will not be damaged when coupled to the road tractor.

In order to facilitate the insertion of the connecting intermediate member 1 into the frame cutout 16, the frame cutout 16 is provided with an expressive V-shaped opening open forwards.

The front locking pin 6 may be the same as in FIG. 5 and 7, rotatably mounted on the cradle 37. In the position shown in FIG. 5, the cradle 37 is swiveled down such that the front locking pin 6 extends below the lower edge of the frame cutout 16. In this position, the front locking pin 6 can be easily connected to the connecting intermediate member 1. The cradle 37 can always be moved by means of a transverse sliding pin 36 in the lower position as can be seen in FIG. 5 and in the upper position noticeable in FIG. 6 ensure.

In order to facilitate the lifting of the cradle 37, the weight of the cradle 37 is at least approximately balanced by the spring 38.

The transverse sliding pins 36 can be moved into the locking position either manually, by spring force, or by an auxiliary force. The correct locking of the cradle 37 in the transport position on the rails can be conspicuously signaled.

To avoid jamming of the road tractor coupling with the front locking pin 6 in the recess 16 of the semi-trailer 9, or the clamping between the road tractor coupling and the expressive V-shaped recess in the frame recess 16, FIG. 8, the beam 39 should swing into the opening of the frame cut-out 16. This beam 39 is rotatably mounted on the upper edge of the frame cutout 16 by means of at least one rectangular lever 40 and the articulated hinge 41, so that the frame cutout 16 is closed by the beam 39 when the beam 39 pivots downwards and the front edge of the semi-trailer 9 approximately closed leading edge of the road tractor coupling.

This pivot beam 39 is particularly advantageous when the semitrailer 9 is lifted by the inclined leading surfaces of the coupling 3 and 4 when being fitted by a road tractor, so that a high surface pressure is forced on the contact surfaces between the leading edge of the semitrailer 9 on the front and the leading surface of the coupling 3. and 4.

Since the pivot beam 39 remains in its deflected position during the attachment and uncoupling of the semi-trailer 9 from the road tractor due to friction, the beam 39 is secured in its lowered position by the second locking pins 43 behind the locking tab 42. The second locking pins 43 can be operated in various ways, for example by spring force, pneumatic cylinder unit with piston or even manually.

When the train is running, the beam 39 is rotated to the upper dotted position of FIG. 8 and here it is secured against falling down.

The connecting intermediate member 1 is provided on both sides of the V-shaped open recess 20 with conical locking pins 7 which engage corresponding seatings 8 of the semi-trailer 9. The locking pin 7 is inserted into a ring 11 provided in the bearing 8 having a concave inner surface and support 8 supported by rubber support 12.

The ring of the rubber bearing 12 is held in the bearing 8 against axial displacement by the annular disc

13. The inner bore of the annular disc 13 is arranged with a clearance 14 against the locking mandrel 7 and the bearing 8 in turn with additional clearance so that the locking mandrel 7 is axially freely movable in the ring 11 and its movement is resiliently limited radially.

A tilting support 24 is arranged between the rail bogie 29 and the connecting intermediate member 1, which retains the connecting intermediate member non-rotatably during coupling of the semi-trailer 9, while a certain pivotability of the connecting intermediate member 1 remains guaranteed.

To this end, lateral stops 25 are provided on the tilting support 24 or on the rail chassis 29, which are therefore effective or only in the raised position of the tilting support 24 or constantly. The frame cutout 16 at the front end of the semi-trailer 9 may be formed or symmetrical with a first distance 18 from the longitudinal median plane, or asymmetrically with a first distance 18 to one side and a second distance 19 to the other side.

In the frame cut-out 16 further cut-outs 26 may be provided, which extend the corresponding extensions of the connecting intermediate member 1 when the rail chassis 29 carries only one front end of the semi-trailer 9, since in this case it is necessary to form a momentarily rigid semi-trailer 9. connection.

SK 279364-6

Between the front side of the semi-trailer 9 and the upper surface of the connecting intermediate member 1, lateral resilient supports 27 are provided which allow the semi-trailer 9 to pivot to the connecting intermediate member 1 at a certain inclination angle, but provide additional support.

Similarly, an equally resilient support 28 is provided between the rear of the semi-trailer 9 and the connecting intermediate member 1, which is essentially intended to compensate for different design tolerances between the locking mandrel 7 and the bearings 8 on the semi-trailer 9.

The protective stop 31 required by the safety regulations of the European Communities on the undercarriage 29 can be folded forward before coupling the semi-trailer 9 to the rail chassis 29.

Claims (28)

Road and rail transport system, from one locomotive, semi-trailer tractors, semi-trailers (9) and rail bogies (29), the semi-trailers (9) being equipped at the front with one locking pin (5, 6) and a rail bogie (29) is provided with a connecting intermediate member (1) with two couplings (3, 4) and the connecting intermediate member (1) is articulated to the rail bogie (29), characterized in that the connecting intermediate member (1) is connected to the rail bogie ( 29) ball joint (2). Road and rail transport system according to claim 1, characterized in that a rear clutch (4) is arranged above the articulated joint (2) between the connecting intermediate member (1) and the rail carriage (29). Road and rail transport system according to claims 1 and 2, characterized in that at least one locking pin (7) and at least one corresponding bearing (8) are provided on the coupling intermediate (1). Road and rail transport system according to claim 3, characterized in that a ring (11) surrounding the locking mandrel (7) is arranged in the bearing (8) of the locking mandrel (7). Road and rail transport system according to claim 4, characterized in that the ring (11) has a concave bearing surface or is resiliently mounted in the bearing (8) of the locking mandrel (7). Road and rail transport system according to claim 4 or 5, characterized in that the ring (11) is fixed in the recess in the bearing (8) by means of an annular disc (13). Road and rail transport system according to claim 6, characterized in that the bearing (8) and the annular disc (13) surround the locking mandrel (7) with the clearances (14, 15). Road and rail transport system according to one of Claims 1 to 7, characterized in that the front locking pin (6) is arranged in front of the front surface of the semi-trailer (9). Road and rail transport system according to one of Claims 1 to 8, characterized in that the front locking bolt (6) is recessed in the frame cutout (16). Road and rail transport system according to claim 9, characterized in that the cutout (16) frames the longitudinal center plane of the semi-trailer (9) symmetrically. Road and rail transport system according to claim 9 or 10, characterized in that the width of the frame cut-out (16) is smaller than the width of the connecting plate of the rear clutch (4). Road and rail transport system according to one of Claims 9 to 11, characterized in that the frame cut-out (16) has a V-shaped cut-out recess open. Road and rail transport system according to one of claims 9 to 12, characterized in that the frame cut-out (16) in its extension comprises further cut-outs (26) for securing the connecting intermediate member (1). Road and rail transport system according to one of Claims 1 to 8 and 10 to 13, characterized in that the front locking bolt (6) is embedded in the frame cutout (16). Road and rail transport system according to claim 14, characterized in that the front locking bolt (6) is mounted on a cradle (37) pivotable upwardly into the frame cutout (16) and lockably transversely movable in its upper and lower pivot position. pins (36). Road and rail transport system according to claim 15, characterized in that a spring (38) is applied to the cradle (37) against the weight force of the cradle (37). A road and rail transport system according to claim 15 or 16, characterized in that the transversely displaceable pin (36) is connected to the control device. Road and rail transport system according to one or more of Claims 9 to 17, characterized in that the opening of the cut-out (16) frames forwardly closed by means of a pivotable beam (39). Road and rail transport system according to claim 18, characterized in that the beam (39) is rotatably supported via at least one rectangular lever (40) by means of a hinge (41) and at the upper edge of the frame cut-out (16). Road and rail transport system according to claim 19, characterized in that the beam (39) is provided with at least one locking tab (42) for the second locking bolt (43). Road and rail transport system according to one of Claims 1 to 20, characterized in that the connecting intermediate member (1) has at the front and rear end one sliding runway (22, 23) or one recess (20) open back and forth. , 21) V-shaped Road and rail transport system according to one of Claims 1 to 21, characterized in that the rail chassis (29) is provided with a tilting support (24) for the connecting intermediate member (1). Road and rail transport system according to one of Claims 1 to 21, characterized in that the rail chassis (29) is provided with an extension support for the connecting intermediate member (1). Road and rail transport system according to one of Claims 1 to 23, characterized in that the connecting intermediate member (1) is arranged between two side stops (25) to limit rotation. Road and rail transport system according to one of Claims 1 to 24, characterized in that at least one spring support (27, 28) is arranged between the connecting intermediate member (1) and the semi-trailer (9). Road and rail transport system according to claim 25, characterized in that the elastic supports (27, 28) are spaced from the longitudinal median plane of the semi-trailer (9). Road and rail transport system according to one of Claims 1 to 26, characterized in that the locking pins (5, 6) engage the axial clearance couplings (3, 4). Road and rail transport system according to one of Claims 1 to 27, characterized in that the connecting intermediate member (1) has a slight inclination from the ball joint (2) to the tilting support (24) when it contacts the tilting support (24). 6 drawings FIG. Fig.2 FIG.3 SK 279364 obr6 fig.4