Below are some pictures from the first copy of the CCT Lastbilen. It was allowed to do tests at Volvo Lastvagnar, Norska Statsbanorna NSB, It was tested by Svelast between Årsta terminalen and IKEA, it was loaned to England to be tested under English conditions, etc.
Here you can clearly see the cushions that will lift the unit load. It was done with air from a blower that was mounted on the truck. The cushions customers are regulated individually to better control unit loads that were skewed in thin. The pressure that needed to be created was below 0.6 kg and should be compared to the pressure in a tire which is generally above 2.0 kg.
As can be seen, it is a compact superstructure and did not raise the flamboyant cargo plane to unimaginable levels, but the height level is completely realistic. It was also the requirement to be able to meet the load height of the railcar.
Here you can see the docking equipment that goes from the truck and to the frame of the defense vehicle and the special guide holes that must correspond to the pins on the superstructure frame.
Between the docking parts, a space is created that was for the structure that moves the sled to be able to go from the truck and over to the railway carriage.
There was also a locking pin on the docking equipment that locked the truck with the rail car superstructure and created a common loading plane.
The picture shows the underside of the sled and the existing sliding strips, which are made of a special Teflon material and slide against a stainless steel surface. That combination is unbeatable and there is no higher starting value at the start of the move.
The picture also shows the power package that manages the movement of the sled (in red) and is double-sided. It also shows the docking equipment that is driven out of the car and docks with the loading frame on the railway carriage. Lock devices ensure that the constructions are locked together so that a fully functional plan is formed.
The entire superstructure can be tilted in both directions. This makes the truck very insensitive to the ground it is standing on to carry out a transshipment. The truck can in principle drive up alongside the train on a track along the track as long as there is room to do this.
One thing that appealed to the arm as it would be possible to carry out reloads basically anywhere along the track. The equipment can be tilted equally in both directions.
The superstructure can be raised on the truck
The entire superstructure could be raised on the truck to a new height position making the truck insensitive to whether or not the ground plane it would be utilizing was suitable. The truck could compensate within certain heights to make the cargo plane work.
The truck was capable of rear and front height adjustment
The great variation in how the cargo plane could be positioned meant that we got a vehicle that was very insensitive to the nature of the ground and a simple terminal could actually be created anywhere along the track. The front and rear elevation was done with the help of the truck's newly developed air suspension system.
We had access to one of the vehicles in a pre-series of 11 vehicles from Volvo Trucks. It greatly facilitated our setting of the load plan. In addition, the car was able to correct the height during the transfer itself. It was necessary as we had connected two vehicles with completely different suspension characteristics.
This shows how the docking equipment is driven out of the truck and meets the superstructure on the railcar. The tapered pins guide the docking equipment so it will lie correctly. When the docking equipment is in place, the two units are locked to each other using hydraulics and the two cargo planes form a common cargo plane.
In order to be able to use the already existing container wagons, a number of additional frames were manufactured which were placed in the regular container brackets and with new container pins one level up. 8 frames were produced so that we could place two on each wagon and we could handle 8 20 foot containers for tests.
We could also choose to place the frame centrally on the wagon and then we could load/unload heavy containers with maximum weights of over 20 tonnes.
Here it is tested to reload a unit load on a temporary little terminal which was not really a terminal but just a siding in an open place. It was enough for it to function as a transshipment center.
The tests went well and the car compensated for the lack of ground 100% so it was just a matter of doing the transfer.
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