[0001] The invention refers to bimodal semi-trailers able to run both on road and on rail.
[0002] More in particular it relates to a horizontally sliding coupling device to make up
trains of semi-trailers, together with suitable devices to facilitate the application
of the rail bogie and of the adaptor bogies then to be applied to the rear and/or
front end of a semi-trailer or of a group of semi-trailers when these are to be inserted
into a rail way train; the invention also relates to the means suited to coordinating
and ensuring the operation of the above mentioned devices.
[0003] The coupling together of semi-trailers in order to make up a train of rail wagons
can be carried out using either vertical or horizontally connecting devices.
[0004] The horizontally sliding connecting devices which apply to this invention consist
in a male coupling member furnished with a spherical joint which has a cylindrical
vertical hole applied to the front end, and in a fixed casing on the rear cross-beam
of the semi-trailer, this being furnished with a cavity into which, after having entered
the spherical joint of the male member is linked with a vertical locking pin.
[0005] Some of the horizontally connecting devices are built for the simultaneous application
of the rail bogie to take place.
[0006] A drawback common to all horizontally connecting coupling devices is due to the fact
that they are not autocentering, or rather, they do not permit the positioning of
the cylindrical hole of the spherical joint to be in exact counter-position to the
coupling vertical pin.
[0007] Another drawback of the above mentioned devices lies in the fact that, due to the
slight difference in height between the coupling casing and the vertical dimension
of the end of the same male member, it is thus necessary to carry out accurate manoeuvres
by means of the supporting jacks in order to bring the front end of the male member
up to the necessary height so allowing its insertion into the coupling casing.
[0008] Yet another drawback of the semi-trailers suited to road-rail function is the necessity
of means which facilitate a more rapid road-rail conversion and which allow for the
automatic insertion of the safety devices.
[0009] Some of the existing devices are illustrated in Patents such us: US Patent 4311244,
US Patent 4202454, and US Patent 4669391.
[0010] The US Patent 4311244 entitled "Automatic coupling to connect convertible rail/road
vehicles at their ends", concerns a horizontally connecting device in which a pressure
sensitive device, when pressed by the end of the coupling male member mounted on the
front end of another semi-trailer, causes the shifting of a pin, which, on penetrating
the cylindrical vertical hole at the end of the same male member, allows for the coupling
of the semi-trailers.
[0011] In the said device, see fig. 54 of the US Patent, the fixed part 85 of the spherical
joint mounted on to the end of the coupling male member, is supported by the ring
86 inserted into the spherical seat 87, it being inserted into the hollow casing at
the rear end of the semi-trailer; for this reason, since the moveable part 83 of the
spherical joint remains locked by the coupling pin 88, the contact surfaces 85 and
86 of the joint and of the supporting ring respectively and 86 and 87 respectively
of the supporting ring and of the spherical seat, which sustain the vertical load
transmitted by the coupling male member are subject to sliding and wear and tear during
the pitching and rolling motions and/or variations in angulation between the horizontal
axes of the semi-trailer.
[0012] This constitutes a serious drawback both because the sliding surfaces cannot be sufficiently
lubricated and because, after the withdrawal of the male member, the ring support
may assume a position which is not coaxial to the axle of the vertical hole where
the coupling pin is inserted causing impact on the reinsertion of the end of the male
member .
[0013] The same happens for the non-automatic coupling device described in the US Patent
4202454 entitled: "Devices for connecting the ends of convertible road/rail vehicles".
[0014] Also with the said device, see figures of the US Patent, the pitching and the rolling
motions cause sliding between the supporting ring 237 of the coupling male member
and the fixed part 335 of the spherical joint mounted on the end of the same coupling
male member; in fact, the pitching and rolling motions cause the shifting of element
335 of the spherical joint, in relation to element 334 rigidly attached to the pin
88, along the spherical contact surface and consequently, the sliding of the fixed
part 335 of the spherical joint on the opposite surface of the supporting ring 237
mounted on the rear end of the semi-trailer.
[0015] In other coupling devices, such as those described in the US Patent 4669391 entitled:"Train
formed by road semi trailers", the coupling member 206, see figure 9 of the US Patent,
contacts directly on an elastomere supporting ring 286, making the component part
of the coupling male member rigidly attached to the rear end of the other semi-trailer,
without using either a spherical joint which distributes the dynamic tractive stress
to a more extensive surface, or means which impede the sliding of the end of the male
member on the support 286: the tractive efforts are transmitted to the male member
206 of the pin 288, which in consequence, is subject to shearing stress.
[0016] In another embodiment of the coupling device described in the same above mentioned
Patent, see figure 5, the male member 24 is furnished with a spherical joint 64 which
enters exactly into the casing body 44 at the rear end of the othersemi-trailer, so
as to be contained between its upper and lower horizontal inner surfaces thus avoiding
the sliding of the end of the male member against the abovementioned inner surfaces
caused by the pitching and rolling motions.
[0017] One main object of the present invention is to provide a coupling device which enhances
the functioning of the horizontally sliding coupling devices described in the above
mentioned patents, and which at the same time eliminates any drawbacks.
[0018] Another main object is to combine a horizontally sliding coupling device of bimodal
road-rail semi-trailers with a rail bogie coupling device, of the pin-fifth wheel
type.
[0019] Yet another object is that of rendering the mechanical interconnecting means of the
coupling devices interdependent with those of the coupling devices of the rail bogie
and of the wheels of the road bogie above the level of the rails, after the coupling
of the same rail bogie.
[0020] Finally yet another aim is that of supplying rail bogies mounted with buffers and
traditional coupling systems to be applied to the front end of one or more semi-trailers
to allow for their insertion into a normal rail train, making use of the horizontally
sliding coupling devices of semi-trailers in order that the bogie be applied to the
front end, and for the one to be applied at the rear end, making use of a pin-fifth
wheel device the same as that used by the rail bogie.
[0021] For these purposes the invention resolves the following problems:
a) The autocentering of the end of the coupling male member corresponding to the axis
of the coupling pin, without the occurrence of recoils.
b) The distribution of the vertical load transmitted from the coupling male member
through the lubricated surfaces in counter position to the hollow casing and of the
spherical casing which form the spherical joint, so as to reduce to zero the friction
between the above mentioned surfaces.
c) Automatic lifting of the wheel axles of the road bogie caused by the insertion
of the rail bogie.
d) Interdependence between the coupling systems of the semi-trailers and those which
ensure the locking of the rail bogie and the lifting and coupling of the wheels of
the road bogie.
[0022] The invention is subsequently described in detail in the following pages and illustrated
by the figures of the 11 sheets enclosed which are supplied respectively in this way:
fig. 1, the cross section BB of fig. 5 passing through the axes of the locking pin
of the rail bogie and the coupling male member between the semi-trailer;
fig. 2, the cross-section A-A of fig. 5 passing through the axis of one of the forks
which lock the turn plate applied to the rail bogie;
fig. 3, a view from above of the pivoting turn plate of the rail bogie and of the
means which allow for its locking to the semi-trailer;
fig. 4, the two positions assumed by the turn plate of the rail bogie;
fig. 5, the section of the rear cross-beam of the semi-trailer passing through the
axes of the coupling pins of the semi-trailers and of the rail bogie;
fig. 6, a view from above of the opposite ends of the two semi-trailers showing particulars
of both the coupling and the safety systems;
fig. 7, the longitudinal section particularized by the horizontally sliding coupling
device;
fig. 8, the anti-telescoping back girder;
fig. 9, a section of fig. 8 in which one can note the end stroke devices actioned
by the anti-telescoping back girder and by the bolt which locks the hook that fastens
the turn plate to the pin of the semi-trailer;
fig. 10, the sections x-x, y-y and z-z of fig. 6 corresponding to both the coupling
and the safety means;
fig. 11, the lever system which activates the coupling of the semi-trailers and which
locks the wheel axles of the road bogie, above the level of the rails, before the
insertion of the rail bogie and the coupling of the semi-trailers;
fig. 12, the levers of fig. 11, after the coupling of the semi-trailers and the insertion
of the rail bogie, as they lock the wheels of the road bogie above the level of the
rails;
fig. 13, the front adaptor bogie applied with the horizontaly sliding coupling device;
fig. 14, view from above of the front end of the front adaptor bogie;
fig. 15, the rear adaptor bogie;
fig. 16, the rear bogie viewed from above.
[0023] The device which permits the mounting of the rail bogie CF to the rear end SR1 of
the semi-trailer consists in, see figures 1,2,3 in a special plate 1, which in the
present description is also named turn plate, furnished with a V-shaped groove V 1b,
edged with guide wings 1a, these also being positioned downwards, the turn plate being
rigidly attached to a counter fifth wheel R2 which is inserted into the fifth wheel
R1 of the bogie; the coupling of the fifth wheel pin-counter fifth wheel is rendered
stable by the pin PR furnished with a locking nut.
[0024] The application of the turn plate 1 of the bogie CF is carried out, see fig. 3, by
inserting a king pin 4, below the base of the coupling casing 12, into the triangular
aperture 1b and its locking with a hook 38 kept in a closed position by a bolt 38a;
the turn plate is further locked by two forks 5 which are inserted into two tubular
cavities 5a in the cross-beam SR1T, including the same coupling casing 12.
[0025] The bolt is actioned by a bar 38b manoeuvred by a handle 38d which remains in the
unlocked hooking position, when the notch 38c is inserted into the lateral edge of
the same turn plate.
[0026] The turn plate can rotate 180, around the axis of the pin PR of the fifth-wheel pin
of the bogie, to permit the coupling of the bogie,to the semi-trailer, from both ends.
For this, the pin 36 which blocks the turn plate to the bogie by means of two small
plates 1c is extracted from the axle box 37 of the bogie; as already described in
Patent No. 1220241 of the same Ferrosud, the small plates 1c rigidly attached to the
turn plate 1 are distanced in order to allow for slight angular shiftings of the same
turn plate, for example of 5°± around the axis of the pin PR, in order to facilitate
both the coupling of the bogie of the semi-trailer, and small rotations of the bogie
in relation to king pin 4 of the semi-trailer.
[0027] The horizontally sliding coupling device of the semi-trailers consists in a male
member which at one end incorporates a spherical joint formed by a semi-spherical
hollow 6 rigidly fixed to it, into which is inserted , with a moveable connection,
a semi-spherical part 7, furnished with a cylindrical hole 7c, into which enters the
cylindrical coupling pin.
[0028] The contact surfaces 6b and 7b, fig. 7, are easily lubricated, for example by means
of grooves so that the hollow casing 6 and the semi-spherical part 7 which form the
joint, may slide on each other causing the minimum of friction, during the shifting
of the male member in relation to the coupling pin 3 rigidly attached to the semi-spherical
part 7, which is caused by the motions of the vehicles.
[0029] The end of the male member enters the cavity 12a of the coupling casing 12 and then
rests with the flat surface 7a of the semi-spherical part, on a ring-shaped support
8, this also forming a flat ring-shaped support base 8a.
[0030] This happens when the edges of the coupling male member, after having surpassed the
edges 2-1, 2-2, 2-3 of the metal ring which includes the spherical part 7 (see fig.
7 and fig. 10) the surfaces 13-1, 13-2, 13-3 of the semi-ring shaped support, causes
with an up down motion and without sliding, the overlapping of the ring-shaped surfaces
7a with the ring-shaped surface 8a of the support 8.
[0031] The introduction of the end of the male member into the coupling casing is facilitated
by the angled surface 13/1 forming a rising incline on which runs the contour 2/1
of the metal ring.
[0032] On centering the ring-shaped surface 7a on the support surface 8a, two lateral wedges
13d, come together, the stop buffer 13a and the opposite contours 13/3 of the support
surfaces and 2/4 of the metal ring which includes the spherical part 7 (fig. 7 and
fig. 10 section x-x).
[0033] The centering is considered completed when corner 2/3 of the metal ring at the end
of the male member surpasses corner 13/4 and then counterpositions itself with the
face 2/4 to the surface 13/3 of the incline.
[0034] When the pin 3 establishes connection penetrating the cylindrical vertical hole 7c,
the opposite surfaces of the lower edges of the metal ring and of the incline 13,
respectively 2/4 and 13/3 and 2/5 and 13/2, remain distanced by an air gap t since
entering oppositely, the opposite surfaces 7a of the spherical part, and 8a of the
ring-shaped support 8, they impede further downward shifting of the metal ring.
[0035] The air gap t (fig. 3) must be such that, once the couplings have been completed,
during the movement of the vehicles, the said surfaces cannot come into reciprocal
contact and so cause sliding.
[0036] The compression force is concentrated solely on the opposing surfaces 7a and 8a respectively,
of the spherical part 7 and of the metal ring 8: the shifting of the male member in
relation to the coupling pin 3 causes only reciprocal shifting between the surfaces
6b and 7b respectively, of the hollow casing 6 and of the part 7 which form the spherical
joint.
[0037] The pneumatic implant which causes the elevation of the rear part of the semi-trailer
to allow for the insertion of the rail bogie, comprises of an end stroke valve 30
which the anti-telescoping back girder A1 actions when it is completely rotated upwards.
[0038] The said end stroke valve inserts the valves which cause, by re-inflating the cylinders
of the pneumatic suspension of the road bogie, the elevation of the semi-trailer:
the maximum height of the elevation is pre-determined by another end stroke valve.
[0039] The necessity to elevate the end of the semi-trailer with the suspension of the road
bogie, is due to the fact that, with the rail bogie CF, the platform of the semi-trailer
travels at a greater height than it would on the road; only in this way, by the pneumatic
cylinders 24, can the wheels of the road bogie be elevated by about 25cm above the
level of the rails.
[0040] The elevation of the wheels of the road bogie above the level of the rails takes
place immediately after the insertion of the rail bogie; this is provided for by the
end stroke valve 31 actioned by the bolt 38 of the hook which locks the turn plate
1 of the rail bogie to the semi-trailer, which by means of a pneumatic valve deviates
the air which feeds the cylinders of the pneumatic suspension, into the above mentioned
cylinders 24.
[0041] The axles of the road wheels are locked in a maximum elevated position by hooks 25
which are slipped into the eyelets 27a of the male members 27 connected to the same
axles; the hooks are actioned at the same time by a bar 23 by a lever 21 motioned
by a spring 22 which via the compound lever 19, causes the simultaneous insertion
of two pins 9 mounted inside the cylindrical vertical holes 19a of the rear beam TR
of the semi-trailer into the corresponding holes 9a of the turn plate 1 of the rail
bogie, ensuring its definitive locking.
[0042] Non-occurrence of the insertion of the hooks 25 after the application of the rail
bogie and the subsequent elevation of the wheels of the road bogie, causes, in the
event of the breaking of the coupling male member, the braking of the semi-trailer.
[0043] Braking may also be caused by the safety device 11, rather than the breaking of the
tubes which connect the implants of more semi-trailers coupled together.
[0044] The movements of the bar 23 which actions the hooks 25 and those of the pins 9 which
ensure the locking at the turn plate of the rail bogie are conditioned by the levers
which activate pin 3 which locks the coupling male member 2.
[0045] In fact the movements of the bar (23) may be carried out only after having caused,
by means of lever 16c, the elevation of pin 3: with this is caused the rotation of
the lever 16 and with it that of the small plate 16b which impedes the rotation of
the lever 17 connected by bar 18 to bar 23.
[0046] After the coupling of the wheels of the road bogie and the rotation of the hand lever
17 the latter assumes such a position as to impede the clockwise rotation of hand
lever 16c thus the extraction of coupling pin 3; such a manoeuvre may only be carried
out after having caused, with the extraction of the hooks 25 which ensure the elevation
of the wheels of the road bogie, the anticlockwise rotation of the hand lever 17.
[0047] During the motion on rail, pin 3 is always in a coupling position because it is presumed
that the semi-trailer must always be connected to another semi-trailer or to the rear
adaptor bogie.
[0048] In fact, to permit the insertion of the semi-trailers in a rail-road convoy of traditional
cars, the invention has provided for two adaptor bogies to be applied to the front
part and to the rear part respectively, of each semi-trailer, and being mounted with
buffers and with traditional coupling devices.
[0049] The front adaptor bogie is furnished with a cross beam 32 applied to the fifth wheel
of a rail bogie to which are rigidily attached the frame members 32a and 32b, the
first ones being mounted with buffers and traditional coupling devices, the second
ones terminating in angled edges 32c to facilitate the introduction below platform
to the front end of the semi-trailer SR2.
[0050] The cross beam 32 is mounted in the centre part, of the coupling casing 12bis the
same as the one mounted on the end of each semi-trailer, into which the spherical
joint of the male member 2 is inserted, and into which the coupling pin 3bis penetrates
sliding into the cylinder 15bis.
[0051] The locking of the front adaptor bogie is made definitive by two lateral plates 33
rigidly attached to the front end of the frame members of the semi-trailer, into which
the wings of the double T - shaped beam (H-beam) are inserted and which form the two
frame members of the adaptor bogie. The rear adptor bogie illustrated in figure 15
differs from the rail bogie solely in the application to the turn plate 34a of two
frame members 34/1 on one part, and two frame members 34/2 on the opposite part, these
latter ones being mounted with buffers R and with the coupling device for traditional
cars.
[0052] In order to facilitate the introduction below platform of the semi-trailer, the frame
member 34/1 of the rear adaptor bogie have the ends shaped in such a way as to form
angled surfaces 34b: king pin 4 of the semi-trailer is guided into the triangular
opening 1b of the V-shaped plates 1a as is the case in simple rail bogies.
[0053] The aim of the plates 35 rigidly attached to the rear ends of the two frame members
of the semi-trailer is to make the adaptor bogie definitively rigidly attached to
the semi-trailer.
1. "Coupling and conversion system of bimodal road/rail semi-trailers", characterised
by the combination of the following parts:
a) - a horizontally sliding coupling device between the semi-trailers, formed by a
male member (2) applied to the front end and by a coupling casing (12) rigidly attached
to the rear cross bar of the frame of the semi-trailer, and into which the end of
the male member is coupled, by means of a pin (3) operated by levers, the said male
member being for this purpose mounted with an articulated spherical joint with a cylindrical
vertical hole;
b) - the means of application of the rail bogie to the rear end of the semi-trailer,
consisting in a turn plate (1) applied with a fifth wheel to the same bogie, and in
a king pin (4) applied to the rear cross bar of the frame of the semi-trailer;
c) pneumatic devices in order to cause the elevation of the platform of the semi-trailer
with the wheels of the road bogie, after the upwards rotation of the anti-telescoping
back girder;
d) - mechanical/pneumatic devices to allow for the elevation and coupling of the wheels
of the road bogie above the level of the rails, interconnected to the duct of the
rail brakes and mechanically to the coupling pin (3) of the male member (2) in order
to prevent uncoupling;
e) - means coordinated to ensure the coupling of the rail bogie, the coupling of the
semi-trailer, and the coupling in a raised position of the wheels of the road bogie;
f) - means to permit the insertion of one or more semi-trailers in a train made up
of conventional vehicles, consisting in a front adaptor bogie applied with the same
above mentioned coupling male member (2) in a rear adaptor bogie applied by the same
means to the rail bogie CF;
g) - interconnected mechanical and pneumatic means, to prepare for, in a logical sequence,
the functioning on rail and to carry out the reciprocal coupling.
2. System as claimed in claim 1, in which the coupling device which in point a) is characterised
by:
an angled surface (13.1) rigidly attached to the base of the coupling casing (12)
and a vertically angled contour (2.1) at the end of the coupling male member to facilitate
the sliding on the same above mentioned contour, the necessary height of the section
(12a) of the coupling casing (12) being greater than the vertical dimension of the
end of the same coupling male member to permit the necessary vertical shifting;
- two lateral and horizontal wedges (13d) for the positioning of the longitudinal
axis of the male member (2) in the longitudinal centre line of the coupling casing
(12); the perimetral contour of the lower edge of the metal ring into which the articulated
spherical joint is inserted this being in turn characterised by a first vertically
angled contour (2.1), by a flat part (2.2) and by a second vertically angled contour
(2.4) in such a way as to form a clasping when the end of the male member, after having
surpassed the angled surface (13.1) and the flat surface (13.2) of the semi-ringshaped
support with its end slides downwards along the vertically angled contour (13.3) with
the edge (2.3) preventing the recoil of the male member and further sliding of the
same above mentioned male member into section (12a) of the coupling casing, being
stopped by the cushion pad (13a);
- a ringshaped support (8) with the outer diameter of the supporting surface less
than or almost the same as the outer diameter of the spherical part (7), or rather
less than the inner diameter of the circular edge of the metal ring at the end of
the male member (2), the inner diameter of the above mentioned support (8) being equal
to that of the cylindrical vertical hole (7c) in the spherical part (7), the same
above mentioned part into which the coupling pin (3) must penetrate, the support (8)
being rigidly attached to the base of the casing (12a) and concentric to the inner
semicircular contour of the semi-ringshaped surface (13) on which the lower contour
of the metal ring at the end of the male member must slide, the fixed part (6) being
inserted and being rigidly fixed in the metal ring at the end of the male member,
and the spherical part (7) of the spherical joint which is coupled to the coupling
pin (3) being inserted in the part (6), the support of the spherical part (7) occurring
solely between the lower surface (7a) and the support ring (8), the overlapping of
the lower surface (7a) on the support surface (8a) occurring only after the edge of
the metal ring of the coupling male member (2) surpasses the edge (13.4) of the semi-ringshaped
access surface.
3. System as claimed in claim 2, characterised in that between the edges (2.4) and (2.5)
of the metal ring of the male member (2) and the surfaces (13.3) and (13.2) of the
access surface, forms an air gap (t) which prevents sliding, during the pitching and
rolling and rotation motions, between the same metal ring and the surfaces (13), as
soon as the spherical part (7) of the spherical joint then rests itself concentrically
on the ringshaped support (8), the ringshaped support having sufficient vertical width
to form an air gap (t) when the ring shaped surface (7a) of the spherical part (7)
rests on the surface (8a).
4. System claimed as in claims 1, 2 and 3, characterised by the fact that the means which
permit the vertical shifting of the pin (3) consist in a lever (16) operated by a
hand lever (16c) and that the pin (3) is kept in coupling position by a compressed
elastic device (14), and that the lowering of the pin is prevented by a hand lever
(17) with the fulcrum at point (17a) which locks the small plate (16b) of the lever
(16) if the wheels of the road bogie are elevated and locked in that position by hooks
(25).
5. System as claimed in claims 1, 2 and 3, characterised by the fact that the casing
(12b) which contains the levers, mounted fixedly to the underframe of the semi-trailer,
beneath the coupling casing (12a) is shaped at the top so as to form an angled surface
(12.1) which fits together with the angled level (13.1) to facilitate the upward sliding
of the vertically angled contour (2.1) at the end of the male member (2) or that is
towards the inside of section (12a) of the coupling casing.
6. System as claimed in claim 1, characterised by the fact that the means, which at points
e) and f) to permit the application to the semi-trailer of the rail bogie CF and of
the rail adaptor bogie furnished with buffers and hooks necessary for the insertion
of one or more semi-trailers into a rail train, consist in a turn plate applied to
a rail bogie CF, by means of a counter fifth wheel (R2) and sliding blocks to allow
for the respective coupling with the fifth wheel (R1) and the sliding blocks of the
rail bogie, the turn plate of the rail adaptor bogie being rigidly fixed in relation
to a framework (34.2) furnished at one end with buffers and couplers and/or other
necessary means for the connecting of conventional rail vehicles, and at the other
end (34.1) suitable to be locked by means of a limiting plate (35) to the beam of
the frame of the semi-trailers, the same turn plate, being able to be turned around
the axis of the fifth wheel (R1) of the bogie to permit its application to the corresponding
end of the semi-trailer from both ends of the same bogie, when it is not locked to
the bogie with the pin (36).
7. System claimed in points e) and f) of claim 1 and in claim 6, characterised by the
fact that the coupling means at the rear part of the semi-trailer, of the turn plate,of
the rail bogie and of the rail adaptor bogie consist in a triangular opening (1b)
of the turn plate into which is inserted a king pin (4) rigidly fixed to the lower
surface of the rear cross beam TR of the semi-trailer, the triangular opening being
edged by two triangular plates (1a), the connection with the king pin being realised
by means of a hook (38) which remains locked by a bolt (38a) which at the same time
causes, with an end stroke valve (31) the elevation of the wheels of the road bogie
by means of the cylinders (24), the turn plate also being furnished with two forks
(5) which on penetrating two tubular cavities (5a) whose longitudinal axes are parallel
to the longitudinal axis of the semi-trailer, prevent its movement or rotation therein.
8. System as claimed in claim 7, characterised by the fact that the turn plate of the
rail bogie is also fastened to the rear cross beam TR of the semi-trailer by means
of two pins (9), which are symmetrical in relation to the axis of the king pin (4),
which penetrate the two cylindrical holes (9a) of the same turn plate .
9. System as claimed in point f) of claim 1, characterised by the fact that the coupling
means mounted onto the turn plate (32) of the front adaptor bogie use the same coupling
system between the semi-trailers, or rather consist in a coupling casing (12bis) rigidly
fixed at one part to the frame members (32a) of the buffers and at the other part
to the frame members (32b) to insert under the front part of the semi-trailer to lock
them with two plates at c (33) rigidly fixed to the longitudinal beam members of the
semi-trailer, to permit the insertion of the spherical joint of the male member (2)
mountend at the front end of the semi-trailer.
10. System as claimed in point e) of claims 1 and 9 respectively, characterized in that
the elevation of the end part of the semi-trailer by the suspension of the road bogie,
is caused by an end stroke valve (30) actioned by the anti-telescoping back girder
when it is rotated upwards and in that the levers (23) and (18) lock the wheels of
the road bogie into an elevated position at the level of the rails and fasten the
coupling of the turn plate of the rail bogie by means of safety pins (9) the above
mentioned levers actioning a hand lever (17) which prevents the clockwise rotation
of the lever which extracts the pin (3) from the vertical hole of the spherical joint
at the end of the male member (2).