EP1452418B1 - Railway freight wagons unit - Google Patents

Description

The invention relates to a railway freight wagon unit, in particular for the transport of containers and swap bodies in combined cargo traffic, consisting of bogie and / or 2-axle freight waggon equipped with push-pull coupling rods according to the preamble of claim 1.
Proposals for railway freight wagons with the aim of economical operation with regard to production, entertainment and a low dead load and the fulfillment of sufficient running behavior in driving and maneuvering are already known.
In competition with road traffic, it is necessary to recognize and exploit existing reserves.

The aim is to realize self-propelled masses of up to 9 t on bogies and bogies of up to 15 t on 2 axle wagons in order to achieve dead load payload ratios of 1: 4 for 2 axle wagons and 1: 5 for bogie wagons.
At the same time, the additional load-bearing capacity per train should be used by more parking spaces in order to ensure the most effective load throughput and high freight revenues from the permissible train parameters of a maximum of 1600 t and a maximum length of 700 m. Loading length adjustment of the carriage units to the container lengths is very important in this context.

Railroad wagon units with push-pull coupling rods as car connection elements can serve this purpose sustainably via advantageous linkages and designs of the apron areas.

There are, for example, proposed solutions according to US Patent 4,580,686 become known, serve at a play-free, self-adjusting ball joint coupling rod (40 and 50) for railway cars, arranged between two trucks bogies (22), wherein the ends of the shortened central longitudinal beams (16) of two cars are connected , is presented.
The ball and socket connection of the extended coupling rod (40 and 50) is arranged in the end cavity of the central longitudinal support (16) close to the bogie frame, so as to keep the force components in buffer spikes in Spießgangstellungen the car and when cornering and the lever arms generally low.
The achieved over wedge effect, particularly backlash-free design of the proposed ball joint is intended to reduce power peaks and wear at the same time.
The design has the disadvantage that, despite the changes made, the force components with the play-free storage of the coupling rod and the remaining leverage ratios are not sufficiently reduced. To meet the running safety criteria in the desired lightweight rail car. The proposed joint also has the disadvantage that neither in vertical nor horizontal inclinations of the coupling rod to the car a restoring moment to relieve the horizontal lateral forces H _y between wheel flange and rail is generated.

In DE 19543183 A1 a long coupling for railway cars is presented. It is envisaged, the final transition L ₂ in the middle of the unit from Radsatzzentrum (12) from at least 15% of the distance L ₁ , measured between the Radsatzzentren (12) run the car, and the articulation of the drawbar (5) on the undercarriage, said the articulation point center (6) is still in front of the bogie frame (13) (side member), via a bolt connection (20) with a resilient bushing (21) in a cylindrical housing for play-free and at the same time articulated mounting of the drawbar (5) to secure the base frame ,

Another proposal provides for a ball joint embodiment in which the connection shaft has a spherical shape 14b.
Overall, this proposed solution has approximately the same disadvantages as the solution according to US Pat. No. 4,580,686. It does not bring consistent changes and solutions to the problems of increased horizontal lateral forces H _y between wheel flange and rail. Additional directional joint effects are not proposed, so that the problems of running safety of light freight cars with a high-grade dead load-payload ratio are not satisfactorily solved.

According to DE 19505192 C1, a further solution has been made known for 2-axle trolley units in which 2-axle carriages are connected by long coupling rods, wherein the articulation points in Einachslaufwerkbereich, that is provided over a length range of the wheel diameter or the length of the built-in leaf support springs.
The Kopstücke the stems are arranged reset. They then serve as the front drive carrier, which together with the rear drive carrier surrounds the single-axis drive.
Since 2-axle cars only have a maximum carrying capacity of 2 x 22.5 t permissible axle load minus the net mass of the car = approx. 35 to 36 t, only one long container (30'-45 'container) can be used on each such vehicle with up to to 36 t total gross weight or 2 short containers (2 x types 20 - 24) each with a maximum of 18 t. Short containers eg in tank or silo design with more than 18 t gross up to 36 t are to drive individually per car, which is uneconomical and means disadvantages.

The object of the invention is to provide a railway freight wagon unit, in particular for the transport of containers and swap bodies in combined cargo traffic, which avoids the disadvantages of the aforementioned solutions and wagon units in lightweight and economical design with high-grade dead load payload at cost-effective production and entertainment and security of the international Demands regarding running safety and running quality and a high transport economics allows.

The object is achieved by the features of claim 1.

It is essential to the invention that in the proposed freight wagon units, the individual wagons and especially all end wagons over push-pull coupling rods a largely find optimal possible articulation in the undercarriage of the car, and that the coupling rods are provided from a certain dead load payload ratio with straightening joints, which take into account the different tasks between final and intermediate cars in terms of safety and advantageously provide a final car in 4achsiger execution.
Here are the bogie carriage the push-pull coupling rods in the bases in the center of the respective bogie their point of articulation, in which case the length of the coupling rods L _K equal to the distance L _{L of} the opposing drives, that is a bogie or can be a single drive , In order to come close to an optimal arrangement in practice, is in the case of spatial difficulties in housing the parts of any pressure-train damping elements at the pivot point of the coupling rod, selbige per Kuppelstangenende to the length requirement for the aforementioned parts plus a portion of the width the Drehpfannenquerträgers and the respective movement space to reset.
The push-pull coupling rods of the 2-axle and bogie wagons receive at a certain dead load payload ratio joints, the hinges of the car are provided within the unit with equal vertical stabilization, and that the Endwagein compared to the central car coupling rods with straightening joints a greater horizontal stabilization have.
As a final car bogie wagons are preferably proposed, which are performed in comparison to the central car with a larger pivot distance.

In a further feature of the invention is provided in addition to the effects of the invention, the articulation of the coupling rods selbige even with high-performance directional joints, which have already been proposed (DE-file 1020224 1.0).
It is envisaged that the directional joints depending on the axle / trunnion distance of the car over the design of the UIC directional joint over a much larger joint width and height and a power ratio between vertical and horizontal stabilization of up to 1: 5.3 have.
Due to the special nature of these straightening joints, an improvement of the running quality is achieved especially in small bends of 120 m radius.
When arranging a Pufferweg- and force compensation in the stems of the end car, it is also possible to apply from the aforementioned dead load payload ratio to the Endwagen leveling joints with UIC parameters.
The same is true when, instead of buffer path and force compensation, side buffers, preferably in long stroke hydraulic design and flat static force-displacement characteristics, are used.

According to a further feature of the invention, it is provided to carry out a loading length adaptation via the coupling rods in order, for example, to calculate from the available tensile length, e.g. 700 m as many additional storage spaces to realize.

According to further features of the invention it is provided that in the Drehgestellend- and -mittelwagen the Drehpfannenquerträger above the rotating pan in their vertical webs, at least in those facing the coupling rod end have openings for passing the damping elements or the entire coupling rod end with the support bearing plate, wherein the support bearing plate is fastened either inside the Drehpfannenquerträgers or at the Kuppelstangenende facing vertical web,
and that in the bogie end and mid-carriage in the case of spatial difficulties in the area above the drive center on the side facing the coupling rod side of the Drehpfannenquerträgers on the same a Aufnahmekonsol consisting of Kupplungssträgerendstücken, a vertical web with an opening with a mounting option for the support bearing plate for the Kuppelstangenanlenkung is provided,
and that continue to protrude in the apron area of the bogie end and -mittelwagen Kuppelstangenseitig the Außenlangträgerenden as Langträgerverlängerungen, at least from the height of the pivot point of the coupling rod self-supporting frames and find their conclusion with an Endarretiemnzzapfen for containers or such a swap body,
and that a free accessibility to the coupling rod and to the bogie is given from above, with a deeper located, arranged under the coupling rod and in front of the pivoting connection carrier is present.

According to a further feature of the invention, it is provided that in the 2-axis center car, starting from the Kuppelstangenanlenkung and the Vorbauausführung two uniform Wagenausführungen with 2 parking spaces, once for every two containers 20 'and the other for a maximum of two swap bodies of the genus 2 x 22 or 2 x 24 are provided, both of which have the same axle stand 2a uniformly arranged and arranged articulation points for the coupling rods with articulated joint, wherein the articulation in the subframe via cross members with vertical webs with opening with an attachment option for the support bearing plate, and that the two central car otherwise have a completely same overall design, and only in the arrangement of known and additional cantilevered long girder extensions for the cars with the two swap bodies (up to 2 x genus 24) extended by half the difference in their Endaretierungs distance pin to distinguish the Endarretierungszapfen of the two containers 20 'and the installation of different lengths of coupling rods and corresponding Mittenarretierungszapfen.

According to the last feature, it is provided that the coupling rods outside of parts of the drive or the bogie for clearance have a crank.

With the railway goods wagon unit according to the invention, a transport device is created, with the high couplings due to their Kuppelstangenanordnung, the selected articulation points and length adjustment, the use of straightening joints and at selected points and high performance articulated joints and versions of the Vorbuupartien the car, while low manufacturing and Entertainment expenses are feasible.

Through the use of bogie wagons with a load capacity of up to 72 t together with 2-axle wagons with capacities up to 36 t, especially within the units is achieved that all long container (type 40 '- 45') with a maximum of 36 t and the pairs to loaded short containers (2 x type 20 '- 24') of 2 x 18 t = 36 t can be effectively loaded on 2 axle wagons and the container pairs of more than 2 x 18 t to 2 x 36 t on bogie wagons, whereby the best utilization of the load - And length criteria within the shipments can be achieved up to an entire shuttle train, especially because in 2achsigen wagons with up to 9 t own mass, the dead load per TEU (20 feet - equivalent size) is only 4.5 t, and at Bogie wagons at least 6.0 to 7.5 t / TEU and the proportion of lightweight containers significantly exceeds the heavy-duty container.

The proposed combination of 2-axle and 4-axle wagons within the units to shuttle train brings in terms of a Tragwagengesamtsystems connected via coupling rods end cars a significant improvement in transport performance, an increase in the route throughput of containers and leads to the desired multiple revenue.

Exemplary embodiments of the invention are illustrated in the drawings and will be described in more detail below.

Figur 1

eine Draufsicht einer Einheit aus Drehgestellwagen

Figur 2

eine Seitenansicht einer Einheit mit Beladeschema

Figur 3

eine Draufsicht mit einer Kuppelstangenverbindung von End- und Mittelwagen

Figur 4

wie Figur 3, Mittelwagen, jedoch 2achsig

Figur 5

wie Figur 4, Mittelwagen in Kurzausführung

Figur 6

einen Schnitt der Figur 7 durch einen Anlenkpunkt

Figur 7

eine Draufsicht eines Anlenkpunktes in einem Drehpfannenquerträger

Figur 8

eine Seitenansicht eines weiteren Anlenkpunktes

Figur 9

eine Draufsicht eines Anlenkpunktes mit Aufnahmekonsol

Figur 10

eine Draufsicht der Anlenkung eines 2achsigen Tragwagens

Figur 11

einen Schnitt gemäß Figur 9

Figur 12

einen Drehpfannenquerträger - Schnitt mit abgesenktem Aufnahmekonsol

Show it:

FIG. 1

a top view of a unit of bogie wagons

FIG. 2

a side view of a unit with loading scheme

FIG. 3

a plan view with a coupling rod connection of final and middle car

FIG. 4

like Figure 3, middle car, but 2achsig

FIG. 5

like Figure 4, middle car in short version

FIG. 6

a section of Figure 7 by a pivot point

FIG. 7

a plan view of a pivot point in a Drehpfannenquerträger

FIG. 8

a side view of another articulation point

FIG. 9

a plan view of a pivot point with recording console

FIG. 10

a plan view of the articulation of a 2-axle cart

FIG. 11

a section according to FIG. 9

FIG. 12

a turntable cross member - cut with lowered recording console

It is intended to carry out 2 to 6-piece wagon units, with pure 2-axle and 4-axle and mixed units, consisting of preferably bogie trolley 3 and 2-axle middle wagon 2 are proposed.

Preferably, there are two-lane wagons in order to optimally make loading length adjustments of the pairs 1,2,3 and 4 loaded in pairs with containers 23, mainly between different sizes of swap bodies as well as containers and swap bodies.

Figures 1 and 2 show three-place endcar 3, here 3 x the genus 20 feet 24 or 2 x the genus 30 feet and two-way midrange 2 and 4, mainly for 2 x swap bodies to the genus 24 - 25.
The end cars, designed as 2achsiger and bogie wagons, have end stems 8 with side buffers 17 and on the opposite stem the carriage pressure and traction coupling via coupling rods 12th
The bases are in the bogie wagons 3, 4 fish-shaped outer longitudinal members, which are provided with end and Mittenarretierungszapfen 21, 22 and 2 Drehpfannenquerträger, which are formed as a hollow profile. In the 2-axis wagons 1,2 each have two drive carrier are arranged in place of the rotary pan cross member 9; which enclose the individual drives 5.

As the figures 1,2,6,7 and 8 show, the invention proposes to arrange the Kuppelstangenanlenkung in the underframe in the center of the rotary cup cross member 9 and thus in the rotary cup area of the bogie 6 in the bogie carriage 3, 4. This corresponds to the distance L _L to the respective opposite drive of the neighboring car also about the coupling rod length L _K , which also applies to the distance between the bogie 6 and single drive 5, as is the case with 2-axle car 1.2, the case applies.
Thus, for the lightweight car very advantageous articulated connections are present, because at longitudinal compressive forces which can be up to 500 kN, in S and in full arches initially any horizontal Aufhebelungen are turned off by the coupling rod attack on the drives 5 and bogies 6.

The embodiment of the articulation points 13 are shown in FIGS. 6, 7 and 8.
A coupling rod 12 with straightening joints 20, damping elements 14 and support bearing plates 15, which is located in an opening 26 in a strong central vertical web 10 in the middle of the bogie 6, is connected via bolts with the rotary socket cross member 9.
The openings 26 in the vertical webs 10 allow the introduction of the directional joint and the entire coupling rod end in the rotary cup cross member 9 and their attachment.

According to Figure 8 is also advantageously provided to fix the support bearing plate 15 on the Kuppelstangenseite facing vertical web 10 of the rotary cup cross member 9 with opening 26 directly.

Even in difficult space conditions in the accommodation of the parts of the directional joint 20, the train-pressure damping elements 14 with the necessary movement and mounting space one of the optimum position close articulation To ensure 13 is provided according to Figures 3,4,5 and 9 to 12, Aufnahmekonsole consisting of Kupplungssträgerendstücken 27, vertical webs 10 with openings 26 with a mounting option for the support bearing plates 15 as close as possible to arrange on the rotary cup area of the rotary cup crossmember.

According to FIG. 12, it is also possible to arrange the receiving console in a downward-angled design.
In the 2-axis end and middle cars 1, 2 is provided to arrange transverse beams 18 on the axes analogous to the design of the receiving console, which have on their Kuppelstangenseite a vertical web 10 with the opening 26 to which the support bearing plates 15 are attached.

• Drehgestellendwagen 3    von ab ca. 1:3
• Drehgestellmittelwagen 4    von ab ca. 1:4
• zweiachsigen Endwagen 1    von ab ca. 1:2 und bei
• zweiachsigen Mittelwagen 2    von ab ca. 1:3.

It is envisaged that the coupling rods 12 from a certain dead load payload ratio (at a standard wheelset load of 22.5 t) are equipped with straightening joints 20, namely such a ratio

• Bogie trailer 3 from about 1: 3
• Bogie center car 4 from ab 1: 4
• two-axle end car 1 from about 1: 2 and at
• two-axle middle car 2 from from approx. 1: 3.

For larger car masses according to lower dead load payload ratios, the use of ball joint-like couplings between carriage 1,2,3 and 4 and coupling rods 12 is possible.
It is further contemplated that the straightening joints 20 will be carried out within a unit of equal vertical stabilization.
The end cars 1 and 3 receive opposite the middle cars 2 and 4 with their side buffers at the UIC interface and the Kuppelstangenanlenkung at the opposite end of the car, straightening joints with higher horizontal stabilization.

The end cars 3 are preferably provided for receiving heavy duty short containers as a bogie truck and have over the middle cars larger pivot spacings 2a.

FIGS. 6 and 7 show high-performance articulated joints 20 which have a directional joint height R _{GH which is} larger than the standard UIC standard articulated joint and a multiply articulated joint width R _GB which are designed in relation to the axle / trunnion distances of the carriage.
Thus, a wagon with a smaller axle / pivot distance 2a has a joint with a much larger articulated joint width R _GB compared to such a large distance, so that the horizontal stabilization is increased. It is envisaged to use these high-performance articulated joints 20 at least between the end cars 1 and 3, as the transition car between Seitenpuffer- and KuppelstangenanJenkung and the first intermediate car.
It is advantageous, however, to equip all carriages of the unit with high-performance articulated joints 20, since, for example, in a full arch, the longitudinal compressive force from the longitudinal axis the car offset to the inside of the sheet all cars the same and can advantageously go through without further transverse offset.
By increasing the directional joint widths R _GB and the joint height R _GH and the choice of Abrollradien and the onset of off-center power transmission in the directional joint already at curves of 250 m and an improvement in running quality to UIC 518 is achieved in these lightweight cars.

FIG. 5 shows in the end stem 8 of the endcarriage a buffer path and force compensation 16 which ensures a longitudinal force introduction and, as a result of the omission of the horizontal buffer displacement, reduces the horizontal transverse forces H _y on the wheel.
This makes it possible, starting from the mentioned in claim 1 dead load payload ratios directional joints 20 with less directional joint effect such as to use the UIC-directional joint.
A buffer compensation function can also be achieved with long-stroke, preferably hydraulic buffers 17 and a flat static force-displacement curve.

According to Figure 8 is provided to provide the clearance preferably to the end containers when driving over ramps, the coupling rods 12 with a crank, as soon as the adjacent drive and underframe parts allow.
The coupling rods 12 also continue to fulfill the function of loading length adjustment when transporting containers of different lengths and are adjustable in length in itself, replaceable provided in the frame or interchangeable.

Figures 9,10 and 11 show the stem design in relation to the Anlenkpunktausführungen the coupling rods and the Drehpfannenquerträger for receiving the bogies 6 and the Einachslaufwerke 5 of the 2-axle car.
Thus, the stems of the bogie wagons 3 and 4 advantageously have long girder extensions 19 which project beyond the compact frame frame 7 in a self-supporting manner, at least from the point of articulation 13 of the coupling rod 12, in order to advantageously keep the free length within limits. At the end of the long girder extensions are each the Endarretierungszapfen.

As FIG. 9 shows, it is also provided, for example, that with long stems beneath the coupling rod 12 in front of the bogie 6, a connecting beam 11 is arranged to increase stability, whereby free access to the bogie 6 and the coupling rod connection is achieved.
This is advantageous for time- and cost-saving maintenance work in terminal operation, for example, for the frequent change of the brake pads and the Kuppelstangenlängenveränderungen.

FIGS. 4, 5 and 10 show once the stem design for a short version of the 2-axle wagons 2 for the pure maritime traffic for pairwise loading with short containers of the genera 20 feet and on the other a long version for the Paired swap body operation up to 2 x the genus 24 in continental traffic with running in a known manner long girder extensions 19. According to the proposal, the two different tasks and serving different loading lengths car between the Endlaufwerkträgern for economic reasons consistently executed with uniform Kuppelstangenanlenkungen and Richtgelenkausführungen and differ according to the invention only through the long girder extensions 19 and the coupling rod lengths.

List of used reference numbers

1

2-axle end car

2

2 axle middle car

3

Drehgestellendwagen

4

Bogie Mittelwagen

5

Einachslaufwerk

6

bogie

7

undercarriage

8th

Endvorbau

9

Pivot bearing crossmember

10

vertical web

11

connection support

12

coupling rod

13

articulation

14

damping element

15

Support bearing plate

16

Buffer path and force compensation device

17

page buffer

18

crossbeam

19

Long beam extension

20

directional coupling

21

Endarretierungszapfen

22

Mittenarretierungszapfen

23

container

24

Container of the genus 20 feet

25

Swap body of the genus 24

26

opening

27

Kuppungsträgerendstücke

28

rotary pan

L _L

Laufwerkentfemung

L _K

Drawbar length

R _GB

Directional-link width

R _GH

Directional coupling height

2a

Axis / bogie centers

Claims (9)

1. Railway freight wagon unit, especially designed for transporting standard containers and intermodal containers of a light and economical construction with a high dead load / useful load ratio, consisting of a bogie and/or a two-axle goods wagon, equipped with pressure-and-traction coupling rods and underframe front parts enabling a load length adjustment, which have been designed in such way that their side sills and side arms are adapted to the coupling rod steering mechanism, whereas in case of the two-axle carrier wagons in a manner known in the art each of the hinge points of the coupling rods are in the area of the two-wheel running gears, at least at a distance which is equal to or larger than twice the length of the shaft of the UIC central buffer coupling according to applicable international standards, with the shaft extending into the front part of the underframe whereas this distance is measured from the front edge of the respective carriage underframe, whereby
   between the bogie wagons (3 and 4) pressure-and-traction coupling rods (12) are arranged with their hinge points (13) in the underframe (7) being in the centre of the respective bogie (6), thereby characterised that the length of the coupling rod (L_K) approximately corresponds to the distance between the two neighbouring bogies (6), or in case the neighbouring wagon following is a two-axle end wagon/trailer (I and 2) than the distance between the bogie (6) and the neighbouring two-wheel running gear (5) L_L likewise corresponds to approximately (L_K), and if there are spatial difficulties concerning the accommodation of parts of possible dampers for pressure and traction absorption (14) at the hinge point (13) of the pressure-and-traction coupling rods (12), then the same is put back for each end of the coupling rod by the length requirement of the aforementioned part plus a part of the width of the transverse centre pin bolster (9) and the respective space needed for movement and assembly, that the coupling rods (12) of the two-axle wagons and of the bogie wagons (1, 2, 3 and 4) are equipped with linkages for draw-bars (20), starting - at a standard wheel set load of 22.5 t - from a dead load / useful load ratio of

   - approx. 1:3 for bogie end wagons (3), and

   - approx. 1:4 for bogie trailer wagons (4), and
   in case of 2 axles

   - 1:2 for end wagons (1) and

   - 1:3 for trailers (2),

   that the linkages for draw-bars (20) of the wagons within the wagon unit show a uniformly high degree of vertical stabilization,
   that the horizontal stabilization of the end wagons (1 and 3) however is higher than that of the trailers (2 and 4),
   and that the end wagons (1 and 3) are preferably designed as bogie end wagons (3) and that the distance between their bogie pins is larger than the distance between bogie pins in trailers (2 and 4).
2. Railway freight wagon unit according to claim 1, thereby characterised that heavy-duty linkages for draw-bars (20) are used in two-axle wagons and bogie wagons (1, 2, 3 and 4) which, in dependence on the distance between axle and bogie (2a) as compared with the UIC linkage for draw-bars show a multiple of the drawbar linkage width (R_GB) and height (R_GH) and an efficiency ratio between horizontal and vertical stabilization of up to 1: 5.3, whereas at least the coupling rods (12) between the end wagons (1 and 3) and the first trailer (2 and 4) are equipped with linkages for draw-bars (20) of this kind.
3. Railway freight wagon unit according to claim 1, thereby characterised that at the UIC interface at the end of the unit in a manner known in the art a device for levelling acting forces and buffer way (16) by means of side buffers (17) and a screw coupling in the front end parts (8) of the underframe (7) is provided, whereas it is also possible under the aforementioned dead load / useful load ratios to equip the coupling rods (12) at the end wagons (1 and 3) likewise with linkages for draw-bars (20) meeting the UIC performance requirements concerning linkages for draw-bars.
4. Railway freight wagon unit according to claims 1 and 3, thereby characterised that in place of a device for levelling forces and buffer way (16) side buffers (17), preferably of hydraulic type with a long travel and a flat static force vs. stroke curve are used.
5. Railway freight wagon unit according to claim 1 and one of the previous claims, thereby characterised that the coupling rods (12) are designed in such way that they are, in between the parallel loading with intermodal containers of different sizes or in combination of standard containers with intermodal containers, adjustable in length, repluggable or replaceable.
6. Railway freight wagon unit according to claim 1 and one of the previous claims, thereby characterised that the bent tile transverse centre pin bolsters (9) of the bogie end wagon and of the trailer (3 and 4) have orifices (26) in their vertical frame links (10) above the swivel ring (28), at least in those facing the end of the coupling rod, ensuring that the dampers (14) or the complete end of the coupling rod (27) with the support bearing plate (15) can be passed through, whereas the support bearing plate (15) is fastened either within the transverse centre pin bolster (9) or at the vertical frame link (10) facing the end of the coupling rod.
7. Railway freight wagon unit according to claims 1, 5, 6 and one of the claims 2 through 4, thereby characterised that for the bogie end wagons and trailers (3 and 4) in case of spatial difficulties in the area above the centre of the running gear a receiving console is provided at the side of the transverse centre pin bolster (9) facing the coupling rod (12), consisting of coupling carrier end pieces (27) and vertical frame link (19) with orifice (26) and an opportunity for fastening the support bearing plate (15) for articulating the coupling rods (13), whereas the receiving console with its coupling carrier end pieces (27) may also have a crank facing down,
   that, in general, in the area of the front end of the bogie end wagons and trailers (3 and 4) the side sill ends at the coupling rod side protrude the underframe in a self-supporting way at least from the point of the articulation (13) of the coupling rod (12) as solebar extensions (19) and end in a terminal locking pin (21) for a standard container or for an intermodal container,
   and that the coupling rod (12) and the bogie (6) must be easily accessible from above, whereas there is a low-lying girt (29) located below the coupling rod (12) and in front of the bogie (6).
8. Railway freight wagon unit according to claim 1 and one of the claims 2, 3, 4 and 5, thereby characterised that concerning the two-axle trailers (2) there will be two uniform designs with two container storages each, from the articulation point (13) of the coupling rod (12) to the prototype design, one of the storages to be designed to carry two standard containers (24), and maximum two intermodal containers (25), both having an identical wheelbase (2a) and articulation points (13) for the coupling rods (12) with the linkage for draw-bars (20) uniformly designed and arranged, whereas articulation in the underframe (7) is effected via movable bars (18) with vertical frame link (10), with orifice (26) and an opportunity for fastening the support bearing plate (15),
   and that the two trailers (2) are of an otherwise identical overall design, the only differences being the arrangement of known, additional cantilevered solebar extensions (19) for the wagon with the two intermodal containers (25), extended by half the difference in distance between their terminal locking pins (21) and the terminal locking pins (21) of the two standards containers (24), and the mounting of coupling rods (12) of differing lengths and the respective central locking pin (22).
9. Railway freight wagon unit according to claim 1 and one of the claims 2 through 8, thereby characterised that the coupling rods (12) outside of running gear (5) or bogie (6) components are equipped with a crank to ensure free rotation of bogie.

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