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2015 Mercedes Unimog
From so many fields of application, we are now looking at something quite unusual, the Unimog as a rail vehicle. Already many road vehicles
have become a two-way vehicle with a conversion kit, but hardly any of up to 1,000 tonnes of traction.
As can be seen in the videos, there are at least three principles of how the engine torque can be transmitted to the rail. Particularly complex is a
direct connection of the rear rail guide axle to the final drive. The simplest is when the track of the axis coincides with that of the rail, or can be reduced by special rims (pictures above). However, the track axle can also
be driven with torque by means of friction wheels from the tires.
At railway junctions the rerailing is usually possible. Since the rail guide is generally not laterally displaceable, the vehicle must be positioned accordingly, while cameras help. The hydraulics, which are mostly part of
the Unimog, help to lower the rear and then the front axle. 50 bar continuous pending pressure still leave enough contact between the tire and the rail to pull even long goods trains.
Driver needs train license.
In addition to the large Unimog, the Unimogs as equipment carriers listed above also received new four- and especially six-cylinder engines (now inline - Euro 6), and e.g. also now possible double cabins. Inside
design and operation have also changed partially. 12/16
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