Reinforcement unit for truck trailers and truck trailers with such a reinforcement unit

Abstract

Reinforcement unit (20, 40) for a truck semi-trailer (1), wherein the reinforcement unit (20, 40) serves to enable the truck semi-trailer (1) to be loaded onto a railway wagon by means of a crane (10), having a first crane pocket (21, 41) and a second crane pocket (22, 42) as well as a cross member (23, 43, 44 which, in the installed position, runs transversely to the running direction of the truck semi-trailer and extends from the first crane pocket (21, 41) to the second crane pocket (22, 42), wherein the reinforcement unit (20, 40) has means for releasable fastening to the truck semi-trailer (1), characterized in that a first connection between the first crane pocket (21, 41) and a first end of the cross member (23, 43, 44) is designed to be releasable, wherein the first connection is designed to fasten the first crane pocket (21, 41) and the cross member (23, 43, 44) to the truck trailer (1), and wherein the first crane pocket (21, 41) has a back plate (53) which is adapted to bear against a longitudinal beam (8,9) of the truck trailer (1).

Description

The invention relates to a reinforcing unit for a truck trailer, wherein the reinforcing unit serves to be able to load the truck trailer onto a railway wagon. The invention further relates to a truck trailer which is equipped with such a reinforcing unit.In the case of so-called combined traffic between road and rail, truck trailers without a tractor are loaded onto railway cars. Compared to the possibility of driving the truck trailer together with the towing vehicle onto the railway wagon, wherein the driver accompanies transport by railway in a passenger car attached, the combined traffic has cost advantages. The driver with the tractor remains in the region of the starting loading station. At the destination, another driver with tractor retrieves the trailer at the loading location there.Usually, in the case of combined traffic, the trucks are lifted by crane onto the railway wagon. For this purpose, the truck trailer must have crane pockets into which the hooks of the crane can engage. Also, the truck trailer generally has to be equipped with reinforcements so that the truck trailer does not warp or deform when being lifted by the crane. However, this track load capacity means additional weight for the truck trailer, so that the maximum weight of the transport freight is reduced. This results in higher transport costs. It is also disadvantageous that a truck trailer equipped in this way is more difficult to sell on the market of use. At least currently, price discharges have to be calculated for used truck trailers with track loading capacity and with the associated greater weight.A predominant proportion of truck trailers currently admitted in Germany cannot be loaded onto the track by crane. A carrier who wishes to use the advantages of combined traffic must therefore be able to separate from the re-purchase of truck trailers. They are equipped with corresponding crane pockets and reinforcements at the factory if the customer desires this as an additional equipment feature. However, this is associated with high investments.In order to also be able to use a truck trailer which cannot be loaded onto the track by crane in combined traffic, a system has been developed in which the truck trailer is driven onto a ramp. In this ramp, a craneable sub-frame has previously been used, on which the truck trailer is supported via its wheels and via a front trailer support. Arranged on the sub-frame are crane pockets, through which the sub-frame with the truck trailer supported thereon can be lifted onto the railroad car by crane. During railway transport, the sub-frame remains under the truck trailer. At the destination loading location, the truck trailer is lifted again from the railway carriage with the sub-frame by crane and lowered in a ramp which is likewise available at the destination loading location and from which the truck trailer can be pulled further again by tractor. Although the cranes already proven during the rail loading can be used further by the system, a plurality of subframes and ramp ramps must be stored at the various loading points.Another possibility for rail loading is a system in which the tractor drives the truck trailer onto a wagon superstructure and places it there. Thereafter, gripping arms in the floor push the wagon superstructure together with the trailer laterally into a train of goods. However, this requires considerable investment in the wagon superstructure and the device with the movable gripping arms embedded in the ground.DE 60 2006 000 206 T2 discloses a reinforcing unit for a truck trailer according to the preamble of claim 1. GB 2 331 506 A discloses a truck trailer with a steel case extension. In the case attachment, a plurality of crane pockets are provided, into which crane hooks of the crane are formed for raising the truck trailer.The invention is therefore based on the object of providing a system by means of which cost-effective combined traffic between road and rail is possible.The object on which the invention is based is achieved with the reinforcing unit according to claim 1. Preferred embodiments can be taken from the dependent claims dependent on claim 1.According to claim 1, the reinforcing unit according to the invention has a first crane pocket and a second crane pocket and a cross-member which, in the installed position, runs transversely to the running direction of the truck trailer and extends from the first crane pocket to the second crane pocket, wherein the reinforcing unit has means for releasable attachment to the truck trailer. The means for detachable fastening make it possible to remove the reinforcing unit, at least the first crane pocket, the second crane pocket and the cross member, from the truck trailer if, for example, the truck trailer is no longer to be used in combined traffic. This saves weight and allows lower transport costs.The reinforcement unit according to the invention can also be viewed as a trailer set, by means of which a truck trailer which is not craneable and thus not suitable for combined traffic can be retrofitted with comparatively low outlay. It is therefore not necessary to obtain new truck trailers if a carrier wishes to remove their combined traffic.It should be pointed out at this point that a truck trailer for combined traffic requires four crane pockets, provided that the usual cranes are used without further aids for reloading between the road and rail. These are two front crane pockets and two rear crane pockets. The reinforcing unit according to the invention thus comprises either the two front crane pockets or the two rear crane pockets. In order to retrofit a truck trailer, two reinforcing units according to the invention can be used. These reinforcing units can be identical in construction or can also be different from one another.The cross member connects the first crane pocket to the second crane pocket. When lifting forces are introduced onto the truck trailer via the crane pockets, the cross member serves to prevent the truck trailer from deforming. The cross member receives tensile and / or compressive forces and thus ensures a rigid structure which extends from the first crane pocket via the cross member to the second crane pocket.A first connection between the first crane pocket and a first end of the cross member is designed to be releasable according to the invention. This releasable first connection can considerably facilitate the assembly and disassembly of the reinforcing unit.In one embodiment of the invention, the first connection between the first crane pocket and the first end of the cross member comprises a screw connection. A screw connection comprises a screw and a nut or a component with an internal thread into which the screw can be screwed. Preferably, the first connection has a plurality of screw connections.According to the invention, the first connection is designed such that the first crane pocket and / or the cross beam are fastened to the truck trailer by means of said first connection. For example, the screw connection can thus perform two functions. On the one hand, the screw connection ensures a connection between the first crane pocket and the cross-member. On the other hand, it ensures that the cross member and / or the first crane pocket are fastened to the truck trailer.The first crane pocket has a rear plate which serves for bearing against a longitudinal member of the truck trailer. In the installed position, the first crane pocket rests with the rear plate on an outwardly facing side of the longitudinal member. The first end of the cross member can abut an inwardly facing side of the longitudinal member, wherein, insofar as the first connection has a screw connection, the screw engages through a bore in the longitudinal member and thus secures both the cross member and the first crane pocket to the truck trailer.A spacer plate can be provided between the rear plate of the first crane pocket and the longitudinal member of the truck trailer. The spacer plate can be used to set a distance between the longitudinal member and an outer end of the first crane pocket. The distance of the longitudinal member to a side edge of the truck trailer may vary from trailer to trailer. With the spacer plate, it is possible, even in the case of different truck trailers, to have the outer edge of the first crane pocket flush with the side edge of the truck trailer. Thus, a lateral distance between the outer edge of the first crane pocket and the side edge of the truck trailer, which is equal to zero when ending flush, but which can also be not equal to zero, can be kept constant despite different truck trailers.In one exemplary embodiment, the cross member has at least one cross member with a U-profile and an intermediate member at the first end, wherein the intermediate member is detachably fastened to the cross member and detachably to the first crane pocket. The detachable connection between the cross beam and the intermediate piece is preferably effected by one or more screw connections. The intermediate piece and the cross bar can be designed such that the elongate extent of the cross bar can be adjusted. The length adjustability serves, similar to the spacer plate, to be able to compensate for differences in the truck trailers in a simple manner.Between the second crane pocket and a second end of the cross member, a second connection can be designed to be releasable. As with the first connection, the second connection can comprise one or more screw connections. The second connection can be formed substantially symmetrically with respect to the first connection. In this respect, the embodiments with regard to the first connection and the first end of the cross member can be transferred to the second connection or the second end of the cross member.The reinforcing unit can be substantially mirror-symmetrical with respect to an axis which, in the installed position of the reinforcing unit, coincides with a central longitudinal axis of the truck trailer. This mirror symmetry makes it possible to keep the number of different components low, which keeps the production of the amplification unit cost-effective. An essentially mirror-symmetrical embodiment is also intended to be provided if different spacer plates or only one spacer plate are used for the first crane pocket or the second crane pocket.A further object of the invention to provide a truck trailer suitable for combined traffic by simple means is achieved by claim 10. The truck trailer has at least one reinforcing unit as described in the above explanations. Preferably, two reinforcing units are provided, namely for forming the front crane pockets and for forming the rear crane pockets.The invention is explained in more detail on the basis of the exemplary embodiments illustrated in the figures. The following are shown: FIG. 1 shows a truck trailer with a crane; FIG. 2 shows the truck trailer of FIG. 1 without a wheelset from below; FIG. 3 shows an exemplary embodiment of a crane pocket; FIG. 4 shows an exemplary embodiment of a cross member; and FIG. 5 shows a further exemplary embodiment of the crane pocket.FIG. 1 schematically shows a truck trailer, which is denoted in its entirety by 1. The truck trailer 1 has a case attachment 2 and a triaxial wheelset 3. The truck trailer 1 is supported on a floor 5 by a front trailer support 4.FIG. 1 also shows a crane 10 in parts, by means of which the entire truck trailer 1 can be lifted or transferred to, for example, a train or railway wagon (not shown). In FIG. 1, two gripping arms 11, 12 of the total of four gripping arms of the crane 10 can be seen. At a lower end of each gripping arm 11, 12 a crane hook is provided which engages in a respective crane pocket. In FIG. 1, a front right crane bag 21 and a rear right crane bag 41 are only schematically represented by a black rectangle. Above the crane pockets 21, 41, protective plates 6, 7 are mounted laterally on the case attachment 2, which are intended to prevent the gripping arms 11, 12 or the crane hooks mounted on their ends from damaging the case attachment during loading.FIG. 2 shows the truck trailer 1 of FIG. 1 from below, wherein the wheelset 3 and the trailer support 4 are not shown for the sake of clarity. Two longitudinal members 8, 9 extend below the case attachment 2, of which the right longitudinal member 8 can also be seen in FIG. 1. The front right crane pocket 21 is part of a reinforcing unit 20, which also has a further crane pocket, a front left crane pocket 22, and a cross member 23. The cross member 23 extends from the crane pocket 21 to the crane pocket 22, which shows that the cross member 23 extends perpendicular to a central longitudinal axis A of the trailer 1. The front right crane pocket can also be referred to as a first crane pocket of the reinforcing unit 20. The front left crane pocket then represents a second crane pocket of the reinforcing unit 20.Like the reinforcing unit 20, a reinforcing unit 40 provided in the rear region of the trailer 1 has two crane pockets, namely the said crane pocket 41 and a rear right crane pocket 42, which can also be referred to as a first crane pocket and a second crane pocket, respectively. Two cross members 43, 44 connect the two crane pockets 41, 42. The reinforcing units 20, 40 ensure that the forces acting on the truck trailer 1 by the crane hooks when being lifted by the crane 10 do not lead to damage.FIG. 3 shows an exemplary embodiment of the rear right crane pocket 41. the crane pocket 41 represents a component which is welded together and consists of different individual pieces. The crane pocket 41 comprises two side parts 45, 46 which are triangular or trapezoidal in longitudinal section and each have an inwardly directed upper angle 47 and an outwardly directed lower angle 48. While the lower development 48 extends as far as an outer end 49, the upper development 47 ends at a certain distance in front of the outer end 49, leaving a recess in which a front plate 50 is inserted. The panel 50 extends between the spaced apart side portions 45, 46. the panel 50 may have, for example, a length of 800 mm, a width of 50 mm, and a thickness of 20 mm. Accordingly, the distance between the side parts 45, 46 would be 800 mm.At right angles to the plate 50, a rectangular hook plate 51 is provided, which is engaged behind by the crane hook of the crane 10 when the truck trailer 1 is lifted. The lifting forces of the crane 10 acting on the crane pocket 41 are thus introduced into the crane pocket 41 by the hook plate 51. The lifting forces are indicated by the arrows 52.At the rear end of the crane bag 41, a rear plate 53 is provided. The lower angled portion 48 of the side part 45 merges into a lower U-leg 54 of the rear plate 53. An upper U-leg 55 of the rear plate 53 is located in a recess of the side part 45 and abuts a recessed end of the upper bend 47. The side members 45, 56 and the plates 50, 51 and 53 are preferably of steel and are welded together as mentioned above.Representative of a plurality of bores provided in the back plate 53, a bore 56 is shown in FIG. 3. A screw can be guided through this bore 56, by means of which the crane pocket 41 can be fastened both to the longitudinal member 8 of the truck trailer 1 and to the cross member 43. If a lifting force according to the arrows 52 is introduced into the crane pocket 41 on the hook plate 51, the force is conducted via the flexurally rigid side parts 46, 47 to the rear plate 43, which is firmly connected to the longitudinal member 8 and the cross members 43, 44. Since the crane pocket 42 is constructed like the crane pocket 41, the above explanations also apply analogously to the crane pocket 42.FIG. 4 shows a perspective view of the cross members 43, 44 and the rear plate 53 of the crane pocket 41; a rear plate 53' which is part of the crane pocket 42 is arranged opposite the rear plate 53. The longitudinal beams 8, 9 are not shown in FIG. 3, which in the installed position would be located between the rear plates 53, 53' and the cross beams 43, 44.Since the cross-member 43, 44 are of identical construction, only the cross-member 43 will be discussed in more detail below. The cross member 43 comprises two U-shaped cross members 57, 58 which are placed against one another in such a way that they together form an I-profile or double-T-profile. The cross beams 57, 58 are connected via four identically constructed intermediate pieces 49, 60, 61, 62. The connection between the intermediate piece 59 and the cross bars 57, 58, for example, is effected via a plurality of screw connections, which are not shown. The holes 63 are shown, however, through which the screws of the screw connections engage.The intermediate piece 59 has a trapezoidal beam plate 54 with the bores 63. The intermediate piece 59 also has a crane pocket plate 65 angled relative to the beam plate 54, which is likewise provided with bores.In the installed position, the longitudinal support 8 is arranged between the U base of the rear plate 53, which connects the two U legs 54, 55 (see FIG. 3 ), and the crane pocket plate 65. Precisely speaking, a vertical web of the longitudinal member 8 is arranged between the components 53 and 56, which web is designed as an I-profile or as a double-T-beam. The bores 56 in the rear plate 53 of the crane pocket 41, the bores in the crane pocket plate 56 of the intermediate piece 59 and bores in the vertical web of the longitudinal member 8 are arranged in alignment with one another, so that a screw can be guided through them in order to connect the cross member 43 to the crane pocket 41. At the same time, the crane pocket 41 and the cross-member 43 are fastened to the truck trailer 1.In the same way as the intermediate piece 59, the intermediate pieces 60, 61, 62 are also used. In this respect, reference is made to the explanations relating to the intermediate piece 59.FIG. 5 shows an exemplary embodiment for the crane pocket 22, the basic structure of the crane pocket 22 being the same as the structure of the crane pocket 41 of FIG. 3 ; components or features which are similar or identical to the components or features of FIG. 3 are therefore provided with the same reference numerals.The rear plate 53 and the hook plate 51 extend between the spaced-apart side parts 45, 46. in contrast to the exemplary embodiment of FIG. 3, the two bends of the side part 45 and of the side part 46 are both bent inward.The rear plate 53 has various recesses 66 for components which are already provided on the truck trailer 1 in the region of the longitudinal member 9 (for example the trailer support 4; here too, the individual components 45, 46, 51 and 53 are welded to one another.The course of the cross member 23 in the installed position is indicated by the dashed lines 67. The cross member 23 is fastened laterally to the rear plate 53. For this purpose, bores 68 are provided for receiving screws, through which the cross member 23 can be fastened to the rear plate 53. If the crane pocket 22 is subjected to a lifting force according to the arrow 52 via the hook edge 51, the cross member 23 helps to prevent the crane pocket 22 from rotating about an axis B (parallel to the longitudinal beam 9 or to the central longitudinal axis A). This means that the cross-member 23 absorbs forces which arise as a result of the moment which is attributable to the lifting force according to arrow 52.List of reference characters1 TRUCK trailer 2 Luggage attachment 3 Wheelset 4 Trailer support 5 Floor 6 Mudguard 7 Mudguard 8 Longitudinal member 9 Longitudinal member 10 Crane 11 Gripping arm 12 Gripping arm 20 Reinforcing unit 21 Crane pocket 22 Crane pocket 23 Cross member 40 Reinforcing unit 41 Crane pocket 42 Crane pocket 43 Cross member 44 Cross member 45 Side part 46 Side part 47 Angle 48 Angle 49 Front end 50 Front plate 51 Hook plate 52 Arrow 53 Rear plate 54 U leg 55 U leg 56 Bore 57 Beam 58 Beam 59 Intermediate piece 60 Intermediate piece 61 Intermediate piece 62 Intermediate piece 63 Bore 64 Beam plate 65 Crane pocket plate 66 Recess 67 Dashed line 68 Bore

Claims

Reinforcing unit (20, 40) for a truck trailer (1), wherein the reinforcing unit (20, 40) serves to be able to load the truck trailer (1) onto a railway wagon by a crane (10), having a first crane pocket (21, 41) and a second crane pocket (22, 42) and a cross-member (23, 43, 44) which extends transversely to the running direction of the truck trailer in the installed position and extends from the first crane pocket (21, 41) to the second crane pocket (22, 42), wherein the reinforcing unit (20, 40) has means for releasable fastening to the truck trailer (1), characterized in that a first connection between the first crane pocket (21, 41) and a first end of the cross-member (23, 43, 44) is designed to be releasable, wherein the first connection is designed to fasten the first crane pocket (21, 21, 41), and to fasten the cross member (23, 43, 44) to the truck trailer (1), and wherein the first crane pocket (21, 41) has a rear plate (53) which serves for bearing against a longitudinal member (8, 9) of the truck trailer (1).Reinforcing unit (20, 40) according to Claim 1, characterized in that a spacer plate is provided between the rear plate (53) of the first crane pocket (21, 41) and the longitudinal member (8) of the truck trailer.The reinforcing unit (20, 40) according to claim 1 or 2, characterized in that the first connection between the first crane pocket (21, 41) and the first end of the cross member (23, 43, 44) comprises a screw connection.Reinforcing unit (20, 40) according to one of Claims 1 to 3, characterized in that the strand (43, 44) has at least one cross beam (57, 58) with a U profile and an intermediate piece (59, 60) at the first end, wherein the intermediate piece (59, 60) is fastened detachably to the cross beam (57, 58) and detachably to the first crane pocket (21, 41).Reinforcing unit (20, 40) according to one of Claims 1 to 4, characterized in that a second connection between the second crane pocket (22, 42) and a second end of the cross member (23, 43, 44) is designed to be releasable.The reinforcing unit (20, 40) according to any one of claims 1 to 5, characterized in that the reinforcing unit (20, 40) is substantially mirror-symmetrical with respect to an axis which, in the installed position of the reinforcing unit, coincides with a central longitudinal axis A of the truck trailer (1).Truck trailer (1) having a reinforcing unit (20, 40) according to one of Claims 1 to 6.

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