EP1292476A1

EP1292476A1 - System for transporting and skew loading/unloading of cars in a combined railway/road transport railway station and method for using same

Info

Publication number: EP1292476A1
Application number: EP01947544A
Authority: EP
Inventors: Robert Lohr; Jean-Luc Andre; Sébastien Lange; Jacques Ober
Original assignee: Lohr Industrie SA
Current assignee: Lohr Industrie SA
Priority date: 2000-06-23
Filing date: 2001-06-20
Publication date: 2003-03-19
Anticipated expiration: 2021-06-20
Also published as: PL202073B1; CZ20024172A3; WO2001098127A1; FR2810612B1; PL359188A1; CZ304968B6; DE60129958D1; PT1292476E; DE60129958T2; HU228724B1; RU2273578C2; CN1443129A; AU2001269205A1; ATE370042T1; KR20030018003A; EP1292476B1; RO121015B1; KR100797200B1; FR2810612A1; ES2295178T3

Abstract

The invention concerns a combined railway/road transport system consisting of at least a railway track (60), track platforms (61) and (62), cars (1) and loading/unloading stations (63). The invention is characterised in that each car (1) consists of two end platforms (2) and (3) and a railway structure (6) bearing a road car load mounted pivoting on said car (1) and linked to the end platforms (2) and (3) by detachable and locking links rigidly assembled, and each station (63) is equipped on the ground with at least means for lifting, lowering and swivelling the carrier structure (6) enabling to detach and pivot towards the track platform (61) or (62) equipped with means for picking up and receiving (64) or (65) the assembly comprising means for maintaining in position and for presenting the end platforms (2) and (3). The invention is of interest for manufacturers of equipment for combined railway/road transport.

Description

System for transporting and loading / unloading wagons at an oblique angle in a railway station for combined rail / road transport and its implementation method.

The invention relates to a transport and loading / unloading system formed by a plurality of wagons and loading / unloading stations for road vehicles, parts of these vehicles or more generally road loads on wagons of a railway train as part of combined rail / road transport also known as alternative transport.

The invention also relates to the loading / unloading process using the successori of stations and wagons together forming the means necessary for this purpose.

The congestion of roads and highways, especially by heavy goods vehicles and the increase in pollution have led to the development of research into alternative solutions.

Among these is combined rail / road transport, which provides for long-distance transport of road vehicles loaded with goods by rail, while local transport remains in its traditional form.

According to this formula, containers, swap bodies, trailers or vehicles are loaded into wagons and then unloaded from them at railway station terminals.

With regard to equipment and installations, three main categories of solutions have been proposed.

One of them is to create rail motorways, that is to say whole trains on which trucks coupled to their trailer or semi-trailer drive one behind the other. to a designated transport location over the entire available area of the train, even between two wagons. This solution has the advantage of being practical and quick. Unloading is carried out by rolling the vehicles in the same direction to the opposite end of the train from that through which they entered. They then return by road to the road network. However, this solution has many drawbacks. First of all, there are those related to serial loading and unloading. A broken down vehicle will block the rest of the queue. You cannot load or unload a vehicle first. In addition, the loading time linked to queuing is always long and cannot decrease. This solution also has the significant disadvantage of requiring the transport of the tractor which, if it was separate from its trailer or semi-trailer, could be used for other road transport. In addition, the owners of tractors and trailers or semi-trailers are not the same and do not necessarily have the same idea of profitability of their equipment.

Another category of solutions more particularly intended for road containers, but also for trailers and semi-trailers, relates to the handling of the road load by external means from a quay where they are abandoned by the tractor or the truck to load them in a wagon. This category uses heavy and expensive equipment to purchase, maintain and consume energy. In addition, they require the presence of a specialized operator.

Yet another category of solutions in which the present invention relates relates to the individual loading of the complete vehicle or only of its trailer or semi-trailer, and more generally of a road load, by its driving energy or that which linked to him with the help of driver of the vehicle to which it is attached.

One solution is to provide a wagon with a fixed supporting structure mechanically connecting the two end platforms and carrying a movable floor which supports the road load.

This mechanical linkage carrying structure represents a substantial additional thickness contrary to the requirements of thin thickness allowing maximum use of the railway gauge downwards.

The general field of the invention is that of combined rail / road transport systems in which the wagons comprise a pivoting rail structure carrying the road load, this carrying structure being mounted on and assembled with two end platforms each carried by a railway bogie.

In the strict field of the invention, only wagons carrying a rail structure animated by a pivoting movement are considered to illustrate the state of the art. These wagons have the first advantage of allowing loading and unloading operations in an oblique position of the load-bearing structure and therefore, by means of a suitable platform for access and departure, to make entry and exit possible for the road load. of the supporting structure by its own means or those normally associated with it.

The transport systems using this type of wagons differ according to whether the ends of the carrying railway structures are releasable or not from the end platforms and in particular releasable both.

If the simultaneous release of the two ends brings interesting advantages, in particular those of being able to make access or exit the road load by one or the other end whereas the new, road load arrives on the other side, serious drawbacks appear from the fact that the end platforms, freed from the railway structure which provided the mechanical connection between them, do not keep their original position. Indeed, the residual forces applying to the end platforms and the reaction forces following the dissociation of the ends of the carrying railway structure from the end platforms, as well as the forces coming from the 'access or movement of vehicles on the supporting railway structure, cause them to move along the track. This displacement is sufficient to prevent the rapid and easy repositioning of the carrying railway structure upon its return after loading or unloading.

The object of the present invention is to simultaneously satisfy the two main objectives of keeping the end platforms in place and therefore the bogies during the loading and unloading operations and to make the most of the railway gauge.

The invention also aims to carry out the loading and unloading operations without heavy external or on-board equipment while taking advantage of the advantage of an energetically independent road load, that is to say which can be moved or moved. by its own means or by the means which are normally linked to it. Another object of the invention is to allow individual or selective loading / unloading for all the wagons of the same train.

Various technical solutions have already been proposed for the movement of the platform, including the German patent of TALBOT DE n ° 3234374 and the PCT publication n ° 81 02142 in the name of BEHRENS, in which the supporting structure pivots around a pivot end and around a pivot center in order to be placed in a position at an angle to the direction of the train.

To be valid, these solutions must have more technical and economic advantages than disadvantages, that is to say, correspond to the goals and objectives set while meeting road and rail regulations.

Thus, the interesting invention must simultaneously satisfy the various conditions and requirements relating to the loading and unloading of road loads on or from railway structures, this in a minimum of time and with the greatest possible convenience for the operators, while respecting safety requirements and profitability in this change of transport mode.

Thus, different goals can be formulated which make it possible to arrive at a combined rail / road transport system of good performance and having numerous advantages.

The first object of the invention is to admit a road load to the road gauge and to register the wagon transporting this road load in the railway gauge. Due to the maximum dimensions allowed by rail and road gauge, it is necessary to gain useful loading height on the wagon. The underside of the railway support structure is thus placed as low as possible and this railway support structure is produced with a thin floor, in any case as thin as possible taking into account the requirements of mechanical strength.

Another essential aim concerns the ease and speed of replacing the railway carrying structure after the opening and closing operations of the wagon during the loading / unloading phases and the appearance of the individual loading / unloading in parallel with the cars. Freed from the link that the supporting structure represents, the bogies move due to the existence of residual forces in the couplings, in the buffers, in the suspensions and other devices. They can also move due to movements of access to, movement on and removal of the supporting structure or even shocks. This drawback is overcome by assigning the end platforms a position given by means of retaining means on the ground or by maintaining the spacing thereof at a constant distance.

An additional aim is that of not encroaching on the useful loading volume of the wagon by the presence of means and equipment for handling the load and the railway structure carrying the road load. These means would clutter the wagon and would require on-board ancillary energy sources. Thus, the road load moves by its own means during the loading and unloading phases and the power actuators necessary for the maneuvers are external to the wagon and supplied with energy by external sources. This energy independence between the wagon, the load and the actuation means makes it possible to lighten the wagon and to simplify the distribution of energy. Thus, the drive means are on the railway infrastructure and on the road load or its tractor.

Yet another object is to limit the useful driving stroke of the lifting means of the carrying railway structure. Indeed, given the importance of the masses involved, any additional length of the stroke of the release means, for example by lifting, generates new much greater efforts resulting in an additional cost of energy consumed and oversizing of the equipment.

Thus, with smaller strokes, the maneuvers will be reduced to simple movements of low amplitude generating only moderate acquisition, operation and maintenance costs.

According to the intended embodiment, the lifting movement of the carrying railway structure, after having compensated for the crushing of the suspensions, continues with a useful stroke of small amplitude, just necessary for the dissociation of the connections between the railway carrying structure and the platforms. end forms, for example the release of the ends of the supporting structure from their housing in or supported on the end platforms.

Another additional object concerns the passage of tensile forces. These must be fully supported by the supporting structure and its connections with the end platforms to avoid the use of an additional lower structure of high mechanical strength representing significant overweight and additional thickness. The present invention uses the supporting structure to transfer the tensile forces to the other end of the wagon.

Finally, the object of the invention is to place the wagons of the train in an adequate position with respect to the track and platform equipment so that the means of loading / unloading can be implemented easily and quickly.

The invention also aims to achieve a particularly resistant wagon, not only to all the efforts it can endure during its operation, but also to all the exceptional efforts related to loading and unloading operations and maneuvering. large loads such as those of road freight vehicles.

Another object of the invention is to propose a load-bearing railway structure in which the load enters by its own means, this supporting structure being replaced on the wagon by a means of support external to the wagon and independent of energy thereof. The invention simultaneously aims at all the aforementioned aims and provides an effective and reliable global solution which overcomes the majority of the drawbacks of the previous embodiments.

To this end, the invention relates to a combined rail / road transport system formed by at least one railway, wagons and loading / unloading stations, characterized in that each wagon consists of two platforms d end and of a railway structure carrying a road load pivotally mounted on this wagon and connected to the end platforms by separable and lockable connections of rigid assembly and in that each station is equipped on the ground and level of each loading / unloading location of at least one lifting and lowering means and at least one pivoting drive means of the carrying structure allowing the dissociation and the pivoting towards the quay, the latter being equipped recovery and reception means in order to continue pivoting on the quay, the assembly comprising retaining means in position and in presentation of the end platforms, position in which el are found when the wagon is in the dissociated state.

Other characteristics and advantages of the invention will appear in the description which follows, given by way of example and accompanied by the drawings which represent:

. FIG. 1 is a general plan view of a rail / road station terminal for combined rail / road transport in which the system according to the invention is inscribed;

. Figure 2 is a plan view of several wagon loading / unloading locations in place; FIG. 3 is a simplified schematic view in perspective of a loading / unloading location and its equipment on the ground without a wagon with schematic illustration of the obliquely pivoted position of the carrying railway structure; FIG. 4 is a general schematic perspective view of the assembly of a wagon with a supporting structure in a position separated from the body of the wagon in a version with central pivot center; FIG. 5 is a general schematic perspective view of the assembly of a wagon with a supporting structure in a position separated from the body of the wagon in a version with an end pivot center; Figure 6 is a general perspective view of the assembly of a wagon with a supporting structure in a position separated from the body of the wagon corresponding to a practical embodiment with central pivot center and longitudinal junction element between the two platforms end; FIG. 7 is a perspective view from below of one end of the carrying railway structure, more particularly showing the support and running track; FIG. 8 is a simplified and schematic general view of a wagon equipped with a retaining link between end platforms; Figure 9 is a schematic cross-sectional view showing a form of the retaining and connecting device in the retracted position in the floor housing with figuration of the lower part of the railway gauge; Figure 10 is a simplified overall perspective view from above and obliquely of an embodiment of one invention with central pivot center; FIG. 11 is a simplified overall view in perspective from below and obliquely of an embodiment of the invention with a central pivot center; Figure 12 is a perspective view in detail obliquely and from above of the central part of the longitudinal junction element corresponding to the embodiment of Figures 10 and 11; Figure 13 is a perspective view in detail obliquely and from below of the central part of the longitudinal junction element corresponding to the embodiment of Figures 10 and 11; Figure 14 is a schematic cross-sectional view of the supporting railway structure and the longitudinal connecting element; Figures 15 and 16 are schematic views in longitudinal section illustrating the operation of the pivot center; Figures 17 to 19 are schematic cross sections showing other sectional shapes of the retaining and connecting device; FIG. 20 is a perspective view of the assembly link at the ends of the carrying railway structure seen from below; FIG. 21 is a perspective view of the assembly link at the ends of the carrying railway structure seen from above; FIG. 22 is an enlarged detail view of the locking mechanism of the assembly link separable from the ends of the carrying railway structure seen from one side; Figure 23 is an enlarged detail view of the locking mechanism of the assembly link separable from the ends of the supporting railway structure seen from the other side; Figure 24 is an overall perspective view of the lifting device according to the invention seen obliquely and from above; Figure 25 is an overall perspective view of the lifting device according to the invention seen obliquely and from below; FIG. 26 is a perspective view showing the device according to the invention, the support and rolling track and diagrammatically the end of the carrying structure of the wagon with which the motorized rollers of the device come into lifting and rolling contact according to the invention; Figures 27 to 30 are diagrams showing the different operating phases:. in the low retracted rest position (Figure 27). lifting motion without load (figure 28). contact with the underside of the wagon (Figure 29). elevation movement under load (Figure 30) Figure 31 is a schematic view corresponding to Figure 30 in which has been shown a device for retaining an end platform mounted on this device, Figures 32 and 33 are respectively side views and a half top view of an example of a centering or positioning device.

This invention is linked to wagons with a pivoting load-bearing railway structure and in particular to a system using a particular wagon of this type with all of its variants subject to a parallel deposit to which reference should be made here.

Not being able to incorporate it into this description by simple reference, the following description must be preceded by that relating to this filing with reference to FIGS. 4 to 23.

The same applies to the entire description relating to another parallel deposit relating to a device on the ground for lifting and driving the supporting structure which is also incorporated below into the description of the present invention. The present invention relates to wagons for combined rail / road transport, also called alternative transport, with a pivoting rail structure carrying the road load, regardless of the position of the pivot center on the wagon. This can indeed be central, end or intermediate.

The general aim is to be able to carry out loading / unloading operations in a minimum of operating comfort and time by obliquely placing the carrying railway structure of sufficient amplitude.

In FIGS. 4 and 5 two basic general variants of the wagon according to the invention have been shown, differing only in the position of the pivot center of the carrying railway structure. These variants will be used for the following general description of the invention by its general means. The invention proceeds from the general inventive idea which consists, for a pivoting railway structure carrying the road load of a combined rail / road transport wagon, to disassemble the end platforms of the wagon by at least one of its ends while remaining mounted on its pivot center to arrive after pivoting at an oblique position of loading / unloading, the ends of this side completely detached from the end platform, then to find after reverse pivoting the integrity of the wagon after quick, easy and safe assembly guaranteeing a rigid connection between the end platforms and the supporting railway structure.

The typical wagon 1 has two end platforms 2 and 3 supported by one or more bogies or one or more axles 4 or 5. These end platforms 2 and 3 are connected together by a supporting railway structure 6 which forms one with the latter at its ends by means of rigid assembly links, these links being separable and lockable. The supporting railway structure 6 is a receptacle body formed by a low floor 7 in particular of thin thickness with a flat bottom 8 or otherwise shaped for example having a longitudinal housing 9 recessed in the form of a tunnel 10. The supporting railway structure 6 comprises in addition two protective side walls 11 and 12, for example of low height, delimited upwards by upper longitudinal members 13 and 14 extending beyond the body to end in ends such as 15 technically shaped so as to come bear on and block in complementary receiving conformations 16 provided in the receiving structure opposite the corresponding end platform or each end platform 2 or 3 in order to constitute in the assembled state a connection separable from rigid assembly through which all the traction forces and those from rolling movements pass. Wagon 1 in the closed state thus forms a solid and rigid mechanical assembly identical to a wagon in one piece.

The wagon also has longitudinal lower edges 17 and 18, transverse end plates 19 and 20 and access spoilers 21 and 22. According to a preferred variant, the floor 7 of the support structure 6 is thin and located most as close to the ground as possible. According to an improvement to this variant, this thin floor is shaped or constructed to form in the longitudinal central area where the road load does not carry the recess 9 in the form of a tunnel 10 in which is housed a longitudinal connecting element 23 connecting mechanically the two end platforms 2 and 3 to guarantee that these platforms are kept in their original position during loading / unloading operations. This tunnel 10 brings a stiffening effect to the floor 7 and allows the routing of cables and fluidic conduits.

According to a preferred variant, the ends

15 of the carrying railway structure 6 are short and bear on the receiving conformations

16 located on the facing end platforms and this at the limit or near the limit on the interior side of these platforms.

Preferably, the end platforms 2 and 3 may have on their face turned towards the inside of the wagon a return 24 directed downwards on the upper part of which is shaped a shoulder 25. The receiving structures 16 on which bear the ends 15 of the supporting railway structure 6 are shaped at the ends of this shoulder 25 opposite the ends of the supporting structure.

The supporting railway structure 6 also comprises, on the underside of at least one of its access ends, means intended to cooperate with an external means of lifting and pivoting drive.

In general, the wagon 1 comprises any means of retaining the end platforms in their original position at a distance from each other during the movements and maneuvers linked to the loading / unloading operations, by example the longitudinal element 23 of mechanical connection, to allow the supporting structure 6 to be easily assembled by the separable links of rigid assembly by easily finding the exact position of engagement, latching or engagement parts to assemble and lock.

In the case of an end pivot center 26, the carrying railway structure 6 is permanently connected to the only end platform 2 or 3 by an element with a pivot function. The latter carries it by mechanical fasteners and the connection with the corresponding ends of the carrying railway structure is effected, for example, by means of a pivoting twin crossmember. The latter receives at each of its ends a corresponding end of the carrying railway structure. In this case, not shown, the carrying railway structure is lifted by its other end with a view to its dissociation from the adjacent end platform and its movement towards and on the platform. At this level, the connections between the ends of the carrying railway structure 6 and the corresponding end platform are separable while on the opposite side, that is to say that of the pivot center 26, the same connections are inseparable but provided with at least one degree of freedom to allow one inclination of the supporting railway structure 6. One can for example provide them pivoting about a transverse axis. It is also possible to provide ends of the carrying railway structure 6 converging by a point 27 in a triangle mounted on the end pivoting center 26 (FIG. 5) with pivoting pivot axis or having a degree of freedom allowing a possible inclination of the load-bearing railway structure for loading / unloading operations.

For reasons of symmetry, in the context of this type of variant, it may appear desirable to have two symmetrical pivot centers, one on each of the end platforms, one of which would be locked when the other is in service. In the case of a carrying railway structure with two ends that can be separated from the end platforms, a central pivot center 28 will be preferred (FIG. 4). The variant with a central pivot center 28 will be described below because it has the most advantages. The lifting of dissociation or disassembly of the ends of the carrying railway structure is preferably carried out simultaneously at each of the ends by any suitable means, preferably external to the wagon, for example a device for lifting and pivoting drive, not shown, with lifting cylinders and rollers movable vertically and motorized to lift and then drive the supporting railway structure in pivoting towards the loading / unloading platform. To this end, this structure will have on the underside at at least one or each of its ends a flat track 29 for bearing and rolling, for example in an arc centered on the pivot center, allowing the lifting and driving work by the motorized rollers of this device.

The separable rigid assembly links between the ends of the supporting structure 6 and the end platforms 2 and 3 can be produced in different ways. Their general function is to allow the supporting railway structure 6 to be one with the end platforms 2 and 3 of the wagon so that all the traction forces and those linked to running pass through them. Thus, these separable links of rigid assembly must have high mechanical strength but also great security and reliability. An interlock is therefore provided to guarantee that the closed state is maintained during transport.

These separable links of rigid assembly can be single or double or even multiple for increase safety and behavior at dynamic lateral and transverse torques.

A double bond as shown in FIGS. 20 to 23 will be described by way of non-limiting example, and as provided for a practical embodiment.

In this embodiment, the ends 15 of the upper longitudinal members 13 and 14 of the carrying railway structure 6 are extremely short arms called ends which are formed into hook structures as well as those formed at the end of the lower longitudinal edges 17 and 18 of the wagon thus forming each time a short composite end 30 in double hook, the upper 31 and the lower 32.

These short composite ends such as 30 in double hook cooperate for the rigid closing assembly or the opening disassembly of these separable links with complementary structures or conformations 33 provided opposite on the end platforms 2 and 3. As shown, there may be upper reception and reach pieces 34 hollowed out in the form of a reception hook, of large thickness and U-shaped profile, doubled with a lower reception piece 35, also in a hook, together forming a double hook in two stages, each of a shape complementary to that of the end opposite the load-bearing structure and on the receiving surfaces from which the end hooks 31 and 32 of the load-bearing railway structure come 6.

A distinction is thus made for the whole of the carrying structure 6 of the wagon the presence of four double assembly hooks ensuring with their reception counterparts a separable connection of rigid assembly allowing the assembly formed by the end platforms and the structure load-bearing rail to constitute the mechanical equivalent of a one-piece body.

The upper hooks and their receiving structure support the vertical load and transmit the tensile forces while the lower hooks and their receiving structures are intended to overcome the tilting torque.

Closing security is ensured by an automatic locking device 36 in the form of a curved locking finger 37 pivotally mounted and actuated in closing by a return spring and tilted in opening by a non-visible motor mechanism, for example at compressed air, available on the wagon. This automatic locking device 36 acts only on the upper hook. To this end, each upper hook of the support structure has a recess 38 delimiting a receptor space open at the front. This open receiving space is traversed in the middle part by a transverse rod on which the locking finger 37 comes to bear.

In the variant shown there is only one locking device 36 on each of the end platforms 2 or 3. In the embodiment shown, the end platforms each have on the inside of the wagon the return 24 downwards comprising one upper transverse shoulder 25 in each of the ends of which the complementary reception structures and conformations 33 are shaped in hooks.

The wagon includes means for holding the end platforms in their absolute or relative original position. In the version shown, this is for example the longitudinal mechanical connection by the longitudinal connecting element 23 connecting together at a low level the two platforms end shapes each supported by at least one rail bogie.

This longitudinal connecting element 23 has no other main purpose than to mechanically connect the two end platforms 2 and 3 together so as to retain them in their initial position during the loading and unloading phases.

Thus, the longitudinal connecting element can be made in thin thickness so as not to penalize the dimensions of the wagon and of the load relative to the railway gauge.

In a first embodiment, not shown, this longitudinal connecting element remains projecting outside the floor 7. According to another embodiment which will be developed below, it is housed in the longitudinal housing 9 set back in the form of a tunnel 10 fitted, formed or shaped in the floor 7 of the carrying railway structure 6. Due to its length and the small thickness of its section, this longitudinal connecting element 23 tends to bend downwards in its central part 39. This bending causing a downward protrusion which can put the assembly out of shape, it is necessary to recall this element 23 upwards in its central part 39, for example by a simple fixing or a connection in the central part lower of the supporting railway structure 6. Preferably, to gain on the railway gauge, provision is made to house the longitudinal connecting element 23 in u n recess 9 in the form of a longitudinal central tunnel 10 formed in the floor 7 of the carrying railway structure. This tunnel 10 also makes it possible to pass the pressurized fluid conduits and the electrical connection cables from one end platform 2 or 3 to the other.

It should be noted that this tunnel 10 is provided in an area of the floor 7 which does not interfere with the loading.

This longitudinal connecting element 23 fulfills its main function of retaining in position the end platforms 2 and 3 in their initial position during the loading / unloading maneuvers to ensure the speed and convenience of the rigid assembly between the plates end shapes and the composite ends 30 of the carrying railway structure in all the positions of the pivot center thereof.

In fact, the invention is aimed not only at railway structures pivoting around their center but also around one of their ends or at any location.

The longitudinal connecting element 23 fulfills a second technical function when the pivot axis is central. This is to support the pivot center. Therefore, for this type of variant, the central part 39 of this element becomes more complex. An example is shown in Figures 10 to 16, however, a central pivot 28 and a means to release the connecting element 23 are sufficient in the case of a tunnel 10.

In this example, the central part 39 fulfills three functions simultaneously, namely that of securing the longitudinal connecting element 23 to the supporting railway structure 6, that of supporting the central pivot center 28 around which the supporting railway structure 6 and finally that with associated means of achieving the release of the longitudinal connecting element 23 from its housing 9 provided in the form of a tunnel 10 in the floor 7 of the supporting railway structure 6.

This is a complex set 40 that we can be described as a complex disengagement-pivoting assembly 40.

More precisely, and taking as an example the embodiment shown in FIGS. 10 to 16, the central part 39 of the longitudinal connecting element 23 is mounted suspended on the roof of the tunnel 10 from the floor of the carrying railway structure 6. For this purpose, a metal blade 41 of domed suspension with spring effect is mounted immobilized in abutment at each of its ends by three fixed points along which it can move by its longitudinal edges and along a central longitudinal guide slot. 42 and 43 existing on either side of a central transverse central zone. The convex shape of this blade leaves a clearance space 44 located between the roof of the housing 9 in the tunnel 10 and the opposite face of said metallic suspension blade 41.

This clearance space 44 is occupied by a release motor assembly 45, for example with pneumatic energy, comprising a pair of pneumatic bellows 46 and 47 as shown in FIGS. 14 to 16.

This metal blade 41 for suspension carries, through the motor assembly 45 for release, the central pivoting center 28, for example in the form of a pivot block 48 on which the longitudinal connecting element is fixed, for example by screws such as 49 and 50, thus forming a complex connection assembly.

As will be seen below, there is no appreciable force exerted on this central pivot center 28 during transport due to the maintenance of the carrying railway structure by the end platforms 2 and 3. During the maneuvers loading / unloading, this only exerts on this longitudinal connecting element 23 lateral from the pivot. As these are not substantial, the mechanical resistance of the pivot center 28 and of the neighboring elements as well as that of the longitudinal connecting element 23 need not be significant.

Consequently, the structure of the longitudinal connecting element 23 is thin and various shapes of section are possible, from shapes with rectangular section 51 as shown in FIG. 9, to thin ribbed or folded shapes, some examples of which are shown in Figures 17 to 19.

The particular shape shown in Figure 17 will be preferred. It is a generally flat shape 52 whose longitudinal edges are shaped into hollow tubes 53 and 54, for example of circular section serving as a pipe for pressurized fluids either directly or as protective and passage spaces for electrical or other conduits or cables.

These fluidic or electrical, energy or control connections thus find an appropriate longitudinal passage that is not bothersome and perfectly integrated. In addition, these longitudinal edges thus formed provide additional mechanical rigidity to the assembly, thus making it possible to further reduce the section thickness of the longitudinal connecting element 23. Other conformations with longitudinal folds 55 and 56 or concave reinforcement curvature 57 are also possible. An example of each of these variants is shown in one of Figures 18 and 19. Many other embodiments are possible. They all fall within the scope of protection of the invention insofar as they fulfill the general function of retaining the end platforms in position during the movements of the carrying railway structure during the loading and unloading phases. As a variant in the case of an external device, the wagon has at least at one of its ends a predisposition to the retention of these platforms by an external means existing on the track or along it. and integral with the ground. The wagon also includes a predisposition to the action of an external device for lifting and pivoting drive in the form of the support and rolling track 29 present on the underside at at least one end of the railway structure. carrier 6, a practical example of which is shown in FIG. 30.

This bearing and rolling track is produced for example in the form of a flat transverse plate 58 attached by joining it by welding to the adjacent elements of the chassis of the carrying railway structure. Due to the pivoting nature of the movement of this support structure, the track 29 has a generally curved shape, for example in an arc, the center of which is that of the central pivot center or the like.

Another predisposition of the wagon relates to maintaining the end platforms 2 and 3 in the longitudinal position but also and simultaneously in tilting after the pivoting movement of the supporting structure.

These may be reception structures present on a member on the ground, these cooperating with the returns of each end platform.

The overall operation of the invention is as follows. When the carrying railway structure 6 is made to pivot for the loading and unloading phases, before any movement of pivoting, the motor assembly 45 of bellows release is actuated which, by inflating and bearing on the roof of the housing 9 in the tunnel 10, forces the curved blade of suspension 41 to bend more and therefore to move away from the roof of the tunnel. By bulging more, the latter travels through a spacing stroke which is sufficient to release or extract the longitudinal connecting element 23 from its housing 9 in a tunnel 10. The carrying railway structure 6 can then pivot around its pivot center 28 materialized here by the pivot block 48 mounted on the central part 39 of the longitudinal connecting element 23.

When the supporting railway structure 6 returns and after rigid assembly of the latter with the end platforms remaining in the appropriate position thanks to the presence of the longitudinal connecting element 23, the reverse succession of movements occurs. The bellows 46 and 47 of the release motor assembly 45 deflate and the longitudinal connecting element 23 enters its housing 9 in the form of a tunnel 10 under the effect of the elastic return force of the metal suspension blade. According to a variant of the present invention relating to the lifting and the pivoting drive motor means, the lifting and pivoting movements of the carrying railway structure are generated by an external device, for example a lifting and driving device in pivoting like the one described below.

The lifting device described below also realizes the lowering of the carrying railway structure, it would be more complete to call it lifting-lowering device. To avoid heaviness and in the spirit of simplification, we will only qualify it below as lifting device for this function. It also ensures the pivoting drive of the supporting railway structure.

Referring to FIG. 3, the combined lifting and pivoting device 59 is designed to be installed on a railroad track 60 having two loading / unloading platforms 61 and 62 developing on either side of the track 60. The device 59 is preferably mounted between the two rails of a loading / unloading station 63 shown in general in FIG. 3. Depending on the type of wagon, such as that used for the station shown in FIG. 3, it may prove necessary to provide two lifting devices such as 59, one for each of the ends of a railway support structure 6. In fact, in the case shown, this support structure is lifted simultaneously by its two ends and pivoted around a central pivot center not shown. It can also be a pivoting around an end pivoting center.

For reasons of simplification because the two devices 59 for lifting and pivoting drive are identical, only one device will be described below.

This device 59 is completed by a series of several carrying rollers and preferably driving rolls, for example two trains 64 and 65 of three rollers mounted on a platform 61 and 62 respectively and intended to receive, to resume and possibly but not necessarily to continue doing pivot the supporting railway structure 6 by its bottom as soon as its overhang towards the platform exceeds a certain limit, this in order to achieve good stability and security of the pivoting movements. The rollers of these trains 64 and 65 of rollers are housed in a recess in the structure of the platform as shown in Figure 3 at a suitable distance from the edge of the platform. They protrude slightly from the surface of the quay to take up the bottom of the support structure in cantilever on the quay. These preferably motorized rollers 66 are assemblies each formed by a rotating cylinder of slightly frustoconical shape in order to benefit from the differences in circumferential speeds from one end to the other in order to avoid slipping. Their lateral surface is preferably covered with a metal tread 67 arriving in contact with a bearing and rolling track 29 (FIG. 26) specific to at least one end of the carrying railway structure 6 of the wagon. They include an electric motor unit 68 for driving the rotating roller.

As indicated, the load-bearing railway structures 6 have, at at least one of their ends on the underside, a planar bearing and rolling track 29, for example in the form of an attached plate or any other embodiment. Because of the pivoting nature of the movement, these tracks 29 have a generally curved shape whose radius of curvature is identical to or close to the distance separating it from the pivot center of the carrying railway structure 6 as shown in FIG. 26.

Although an embodiment with two lifting and pivoting drive devices has been shown, it should be considered that the invention also relates to embodiments with a single device, for example those having a pivoting center at the end or at any off-center location on the car.

In this case, the combined lifting and pivoting device is substantially identical or equivalent to that which will be described below and therefore a new description is not not necessary.

In general, the pivoting lifting and driving device according to the invention is in the form of a mechanical assembly 69 mounted on the railway track 60 between the two rails at a location reserved for loading / unloading hereinafter called station 63 for loading / unloading. The lower parts of this mechanical assembly 69 are housed in a pit adapted so as to minimize the height of the projection that this assembly represents relative to the ground. The part housed in the ground is preferably protected from bad weather and external aggressions by a separation plate.

One can also consider mounting the mechanical assembly 69 on a mobile carriage along the track in a trench between the rails of the track.

Removable weather protection can also be provided for the upper part, for example in the form of a cover (not shown).

The mechanical assembly 69 of the device according to the invention is additionally mounted on a base plate ensuring the mechanical seat and its mounting on the pit or on a support between the rails. For reasons of simplification, the latter means have not been shown.

The mechanical assembly 69 of the device 59 according to the invention consists on the one hand of a pivoting box 70 around a horizontal axis 71. The pivoting box 70 is divided into two branches 72 and 73 or more each carrying at the end a motorized unit 74 and 75 formed by motorized rollers 76 and 77 joined together by means of a common transverse tubular element 78. Each motorized roller 76 or 77 is also carried by an articulated tilting support 79 and 80. The element transverse tubular 78 cross the end of the branches 72 and 73 in a supported sheath which snaps into a receiving part 81 with a V-shaped inlet. Each articulated tilting support 79 and 80 is connected to the drive rod of an elevating cylinder respectively 82 and 83 whose body is pivotally mounted about an axis 84 and 85 with deformable bearing on additional supports 86 and 87 respectively formed for example by two parallel yokes such as 88 and 89 giving them a possibility of absorbing lateral deviations.

These elevation cylinders 82 and 83 each act in an upward push on the articulated supports carrying the motorized roller units in order to cause their simultaneous elevation movement. The motorized rollers 76 and 77 are of the same type as those already described because they form the roller trains located on the platform. They each consist of a rotating cylinder 66 covered with a metallic tread 67 of slightly frustoconical shape. They are mounted on a radial longitudinal axis relative to the pivot center of the support structure 6 around which the rotation is effected under the effect of an electric drive motor 68. Their arrangement is slightly convergent towards the pivot center of the supporting structure 6 chosen central in our example. This arrangement makes it possible to avoid the risk of transverse shifting during the lifting contact and of the pivoting drive movement of this support structure 6.

These motorized rollers 76 and 77 are intended initially to come into vertical thrust contact with the support and rolling track 29 that is present on the underside of at least one end of the supporting railway structure (FIG. 26). lift under the effect of the lifting cylinders. After elevation of the supporting structure, their rotation causes the pivoting drive of the supporting railway structure by a drive roll on the bearing and rolling track.

A take-up mechanism ensures that the motorized rollers 76 and 77 have complete flat contact with the bearing and rolling track 29. This take-up mechanism is represented diagrammatically by a succession of profile views illustrating the operation in the figures. 27 to 30. To avoid premature wear, it was necessary to ensure a final approach movement and a lifting movement along a vertical or almost vertical trajectory so as to avoid slippage between each motorized roller and the track at the time of contact and during lifting.

To do this, an example solution is described below. Other equivalent solutions are within the scope of the invention.

According to this variant, the pivot axis 71 of the pivoting box 70 is movable relative to its starting position corresponding to the horizontal retracted position of rest of the box. Its displacement makes it possible to obtain an approximately vertical trajectory provided by the elevation cylinders for the end of the box and therefore for the motorized rollers and this over the portion of trajectory corresponding to the final approach phase and to the lifting.

The means envisaged are as follows. The pivot axis 71 of the pivoting box 70 is mounted for example at each of its ends on two rods which are themselves tiltable about a secondary axis 90.

During the dead stroke, that is to say during the empty thrust of the lifting cylinders before the contact of the motorized rollers with the bearing and rolling track, no significant thrust force acts. on these. The lifting cylinders simply raise the motorized rollers. The box 70 pivots only around its pivot axis 71 which remains fixed relative to its original position (Figures 28 and 29). This pivot axis 71 being mobile will move forward under the effect of oblique traction by the box subjected to elevation by the jacks. The arrangement described ensures by the small displacement of the pivot axis 71 of the box 70 the necessary elongation of the geometric lever arm to transform the circular arc of trajectory into an almost rectilinear segment on the final part of the trajectory (Figures 30 and 31).

An embodiment of the device has been described above in which the lifting means and the rolling means are combined in the same mechanical assembly 69.

It should be specified that all the equivalent embodiments in which the lifting means and the rolling means are not combined, that is to say are juxtaposed or separated, fall within the same inventive concept.

The combination of lifting and rolling movements can also occur. In all these cases, the corresponding embodiments fall within the scope of the invention.

It is thus possible to add an additional function to the pivoting box. It may include means for supporting and maintaining the presentation and position 91 of the corresponding end platform of the wagon during loading / unloading operations. An illustration of this means is given by FIG. 31 on which the upper face of the box 70 comprises a receiving and blocking structure 92 in V in which the end 93 of the return 94 is housed with blocking downwards on the body of the plates - end shapes. Operation has the following general phases.

The combined rail / road transport wagon is immobilized with a certain tolerance at the location of the loading / unloading station 63 for the purpose of loading, for example.

The stop position of the wagon at the planned location corresponds to the positions of the end platforms which must be saved in the event of their immobilization, each from a device located on the track . These devices are activated if they are independent devices. In the other cases envisaged, the relative positions are automatically maintained by a mechanical connection between the end platforms or by an auxiliary function of the lifting and pivoting device (s) such as that described above.

We therefore proceed to the implementation of the device (s) for lifting and pivoting. The elevation cylinders are actuated to allow the motorized rollers 76 and 77 to be brought closer to the corresponding bearing and rolling track 29 of the end underside of the carrying railway structure 6. The motorized rollers 76 and 77 rise until soft and flat contact with the bearing and rolling track 29 by the play of the take-up mechanism. Then follow, after unlocking the separable assembly links between the supporting structure and the end platforms, the coordinated lifting movements of the two ends of the carrying railway structure or of the single corresponding end.

The lifting movement is divided into two parts. The first concerns a fraction of the displacement corresponding to the relaxation of the suspensions of the end platforms. The second concerns the actual lifting which stops shortly after the dissociation of the ends between the supporting structure 6 and the receiving conformations of the end platforms, the additional elevation being generally low since there is no obstacle to pivoting on the end platforms.

The motorized rollers 76 and 77 are then actuated in rotation by their own motors so as to pivot the ends of the pivoting supporting structure of the wagon body in the same direction of pivoting until the corresponding corners of the ends of the structure are taken up again. carrier 6 by the trains 64 and 65 of the motorized support-rolling means on the platform.

The pivoting takes place until the ends of the supporting rail structure of each end platform are completely cleared by a pivoting movement of sufficient amplitude to free the ends of the supporting rail structure and the oblique positioning of sufficient angle to provide some ease in loading / unloading maneuvers.

Loading or unloading can then take place. The road load accesses the carrying railway structure by its own means, for example for a semi-trailer by the tractor which moves it.

The closing movements of the wagon are carried out in the opposite direction.

The invention is part of a complete combined transport system comprising at least one platform, for example two platforms such as 95.96 for loading / unloading and at least one section of railway track such as 97 (Figures 1 and 2) surrounded by '' a loop road 98 forming together a railway station. Each section is bordered by at least one quay 95 or 96 and has a useful part on which loading / unloading operations can will perform. This useful part is formed by the succession of a predetermined number of loading / unloading stations each corresponding to the loading / unloading location of a wagon 99, 100, 101.

Each useful part of each track section 97 comprises on the ground at least one centralizer or positioner 102. In the case of a single centralizer, it is used for the entire train set. Depending on the particularity of the wagons used, the centralizer or positioner 102 will be unique for the whole train or will be in plurality, that is to say a copy allocated to a limited number of wagons, or individual, that is to say specific to each loading / unloading location 99, 100, 101.

An example of a centering or positioning device 102 is shown in FIGS. 32 and 33. This type of centering device is mounted on the ground. It consists of two pivoting centering arms 103, 104 movable in lowering or raising movement, the ends 105, 106 of which are designed to engage with a vertical centering pin 107 mounted, for example centrally on the underside of the carrying structure 6 of the wagon. To facilitate engagement in the central pin 107, the ends of the pivoting arms 103, 104 are shaped according to a receiving structure with two converging or semi-circular edges such as 108 for example a fork with two symmetrical converging branches which are plugged along of the pivot of the centering pin 107. With a view to achieving the centering, the pivoting arms 103 and 104 are driven in a longitudinal translation movement in opposite directions to one another along slides such as 109, 110 parallel to the track in approach and away from a transverse vertical plane of reference 111 for loading / unloading maneuvers. The pivoting centering arm the end of which comes first in contact with the centering pin 107 will push the whole wagon to the required reference position.

In the case of a wagon with longitudinal connecting element 23 between the two end platforms 2 and 3, the centering or the positioning of the wagons appears less important. Therefore, a precision in the stop position of the drive or an electronic braking command and control system for example from a detection may suffice alone or in combination with a complementary device on the ground to ensure coincidence of sufficient location to allow loading / unloading operations under satisfactory conditions.

The railway train consists of a plurality of wagons each intended to transport a road load. The wagons may be the same or different, but always meet the same general characteristics. The loading / unloading stations 63 are located on locations defined for example by material limits on the track and on the platforms.

In addition to the possible centering or positioning device 102, each loading / unloading station 63 is provided with specific ground equipment cooperating with the corresponding wagon of the train for loading and unloading operations.

The wagon consists of three essential parts. These are the two end platforms 2 and 3 each supported by at least one bogie or an axle 4 and 5 to which it is articulated for transport rolling. These end platforms 2 and 3 and the conventional associated members provide the technical connection with the preceding wagon or the following wagon and an interface function with means for securing the load. The two platforms end shapes 2 and 3 carry at their ends the railway structure carrying 6 a road load constituting the third essential part of the wagon. This carrying railway structure 6 is pivotable back and forth towards the loading / unloading quay 95 or 96 and towards the wagon after dissociation of the rigidly assembled link from its ends with the end platforms 2 and 3. With regard to the other technical characteristics of the wagon, it is referred to the corresponding descriptive part above.

This carrying railway structure 6 carried by each of its ends by an end platform 2 and 3 is mounted each time detachable from the latter by a simple disengagement operation for example unlocking-lifting. To allow pivoting movements towards platform 95,96 and towards the wagon, the supporting railway structure 6 is pivotally mounted around either a central pivot 28 (FIGS. 4 and 6) or an end pivot 26 (FIG. 5).

As already indicated, in order to allow easy and rapid installation of the carrying railway structure 6 on the end platforms 2 and 3 when the wagon is closed, it is important to find these platforms in their relative position of departure before the opening of the wagon, that is to say at the same distance from each other, and this independently of all movements, jolts and other mechanical disturbances that the wagon or the train can undergo during loading / unloading operations and following the reaction and thrust forces of the buffer connections between the wagons. To do this, the invention provides at a level below that of the bottom of the supporting structure a longitudinal connecting element 23 realizing the low mechanical junction between the two end platforms.

This longitudinal connecting element 23 remains in place during the loading / unloading maneuvers. It thus guarantees the maintenance of the distance between the two end platforms and thus their relative position so that when the carrier structure 6 returns, the assembly-locking of its ends with the end platforms 2 and 3 is carried out quickly and under good conditions without any other additional means, for example of centering.

According to the present invention, the end platforms 2 and 3 can be maintained in position and in position by specific bodies on the ground, for example those for lifting, or by additional means or ensuring an additional function provided to an existing device such as for example the support and holding device referenced 91 shown in FIG. 31 mounted on the device intended to raise the ends of the carrying railway structure.

In general, each loading / unloading station 63 of the track has at least one, but preferably two lifting and pivoting drive devices 59 of the carrying railway structure for the purpose of the pivoting movement of the latter between a transport position and open position of the wagon. It was determined that the use of a single centering means 102 in the middle of the train would generate only a range of uncertainty in the positions of the wagons of the order of 20 to 30 cm which is entirely acceptable in the framework of the other means employed, provided that the maintenance of the relative positions of the two end platforms 2 and 3 is guaranteed by means carried by the wagon, for example the element longitudinal link.

Therefore, the limits of the locations corresponding to the loading / unloading stations 63 can be defined with this tolerance. Each station comprises on the ground a lifting-lowering and pivoting drive member such as 59 at each end of the carrying railway structure such as, for example, the member as described above or an equivalent means. These members are intended to lift the support structure 6 by its ends, to disassemble it from the end platforms 2 and 3 and to rotate it until it is taken up by the trains 64 and 65 of the support rollers. motorized or non-motorized correspondents provided at an appropriate location in the structure of platform 61,62 or 95,96 to allow the extension of the pivoting movement of each of the ends on the corresponding parts opposite the platforms bordering the track.

An example of these lifting-lowering and pivoting drive devices is described above. Other devices of this type which are completely autonomous from the energy point of view with respect to the wagon and possibly mobile along the track are possible. One can imagine that the possible centralizers could ensure in combination with the anchor during the loading / unloading phases the pivot center function for the carrying railway structure. The operation of the rail / road transport system according to the invention will be described below.

LOADING PHASE

This is a loading phase from a carrying railway structure 6 arriving empty or carrying a road load.

The railway train arrives on the section of railway track such as 97 provided for loading / unloading operations. The powerplant stops as best as possible, for example with respect to a materialized reference allowing the wagon or the various wagons to be centered to be close to the corresponding centering device. The train stops and the driver releases the brakes to allow centering movements. The driver then activates the centering device (s) 102. In the case of a train composed of wagons fitted with a longitudinal mechanical connection 23 between the end platforms 2 and 3, only the center 'one of the wagons. The unique centering device centers this wagon, the movements of which affect the intermediate wagons via couplers. Thus, the position of neighboring wagons and even those furthest away can change without risk of modifying the relative positions between the end platforms 2 and 3.

In the case of wagons without mechanical connection 23 between end platforms, other centralizers 102 are necessary and can be used in cooperation with individual means for retaining the platforms together.

The end platforms 2 and 3 are then immediately immobilized in their initial or original position by the various means provided or they are held together at a constant distance and in presentation by the mechanical junction connection 23. It can they are separate immobilization means existing between the track and each end platform.

The lifting devices or the lifting-lowering and pivoting drive devices 59 are then actuated after the unlocking command for the separable link of rigid assembly existing between the railway carrying structures 6 of the wagons and the platforms. corresponding end shapes 2 and 3.

The railway structure 6 carrying the wagon

1 is lifted slightly by an upward push at at least one of its ends by the lifting means until its separable connection of rigid assembly with the end platforms is detached.

2 and 3 and technical clearance of the assembly structures then additional lifting to a minimum distance allowing the pivoting movement in its oblique presentation and allowing leveling with the platforms for receiving the quay.

As indicated according to the invention, the amplitude of the lifting is low.

The pivoting means, for example the motorized carrier rollers 66, begin their work of driving the displacement of the carrier railway structure 6 towards the platform. It pivots until its end arrives on the quay. This end, continuing its advance movement on the platform, is taken up by carrying means, for example the trains 64 and 65 of motorized or non-motorized rollers which drive the railway structure up to an oblique presentation of loading / unloading with respect to the longitudinal direction paddle. The movement is stopped by any suitable means, for example by coincidence with a reference and the assembly is stalled. The actual loading / unloading can take place.

If the carrying railway structure 6 is loaded, a tractor or a road carrier comes to the entrance opening thereof to remove this road load without other external means. If the supporting structure is empty, it is immediately ready for loading. The load or the new road load is present at the opening of the carrying structure brought by its carrier or its tractor or skidder. The assembly accesses the interior of the supporting structure and stops in the right place. After uncoupling, the tractor or the carrier leaves the carrier structure on the side opposite the entry and the downward pivoting movements are controlled until the carrier structure is aligned with the direction of the wagon. When the ends of the railway structure carrying the wagon are opposite the separable connecting structures of rigid assembly, the lowering is controlled. The rigid assembly link is made as well as the locking with the end platforms which are unchanged in position and in presentation with respect to those which they occupied at the start of the operation, and this by means of retained or thanks to the mechanical longitudinal connection junction 23. After the interlocks, the lifting means retract into their rest position, the platforms are optionally released from their retention in position by the devices on the ground if they exist , then we retract the centralizers used.

UNLOADING PHASE It takes place according to the same sequences as those of the loading phase, except for the road load which leaves the wagon towards the platform after release of its stowage links.

Claims

1. Rail / road transport system comprising at least one railway station formed by at least one track (60) and at least one loading / unloading platform (61) or (62) having a series of loading stations / unloading (63), the system comprising oblique loading / unloading wagons (1) each consisting of a railway structure (6) carrying a road load pivotally mounted relative to the direction of the wagon and supported by two platforms end forms (2) and (3) through at least one separable connection link with at least one of the two end platforms (2) or (3) each carried by at least one bogie or one axle railway (4) or (5), characterized in that each wagon (1) comprises on the one hand a pivot center of the railway structure carrying (6) the road load and on the other hand separable assembly links rigid in the assembled state and lockable by which the ferrovi structure carrying area is integral with the end platforms (2) and (3), and in that each loading / unloading station is equipped on the one hand with at least one additional device for centering the train or d 'one or more wagons (1) and on the other hand on the ground and at each loading / unloading location of at least one means of lifting the carrying railway structure (6) and at least one means of pivoting drive thereof allowing it to be lifted by at least one of its ends (2) or (3) after unlocking its separable connection of rigid assembly with at least this end platform (2) or ( 3), to pivot it towards the platform (61) or (62) and in that the platform has recovery and reception means in order to support the ends of this support structure (6) in a position of loading / unloading oblique to the longitudinal direction of the wagon (1) and pivoting it in the other direction until the wagon (1) is closed, in that the end platforms (2) and (3) are each immobilized by a retaining means in longitudinal position and in presentation before dissociation and in that the separable connections of rigid assembly between each end of the carrying railway structure (6) and the corresponding end platform (2) or (3) are links through which pass all the traction and rolling forces as well as those linked to the loads transported, all in such a way that all of the motor means used for the operations of loading / unloading are external to the wagon (1) and independent of it from an energy point of view.

2. Transport system according to claim 1 characterized in that the pivot center is central (28).

3. Transport system according to claim 1 characterized in that the pivot center is an end pivot center (26) placed at the end on an end platform (2) or (3).

4. Transport system according to claim 1 characterized in that the pivot center is offset between the central position and the end position.

5. Transport system according to any one of the preceding claims, characterized in that the pivot center is produced by the cooperation of the centering means with one element of the wagon on which the centering means is exerted.

6. Transport system according to any one of claims 1 to 5 characterized in that the lifting means and the drive means in pivoting of the carrying railway structure (6) are two separate means united in the same functional unit fixed to the ground at at least one of the ends of the carrying railway structure when the wagon (1) is in place in a station (63 ) loading / unloading.

7. Transport system according to any one of claims from 1 to 5 characterized in that the lifting means and the pivoting drive means of the carrying railway structure (6) are two means combined in the same functional unit ( 59) fixed to the ground or mobile and immobilized on the ground at at least one of the ends (2) or (3) of the carrying railway structure (6) when the wagon (1) is in place in a station (63) loading / unloading.

8. Transport system according to claim 6 or 7 characterized in that the lifting means is with lifting cylinders (82) and (83) and the pivoting drive means is with motorized rollers (76) and (77 ).

9. Transport system according to claim 8 characterized in that the lifting cylinders (82) and (83) are connected to a pivoting support (70) carrying the motorized rollers (76) and

(77).

10. Transport system according to any one of the preceding claims, characterized in that the end platforms (2) and (3) are immobilized in position by a retaining and support means throughout the opening phase of the wagon by means of retaining means existing on the ground.

11. Transport system according to any one of the preceding claims from 1 to 7, characterized in that the end platforms (2) and (3) are interconnected by a mechanical twinning connection.

12. Transport system according to the preceding claim characterized in that the end platforms (2) and (3) are interconnected in the lower part by a rigid mechanical longitudinal connection (23), each end of which is attached or hinged to the corresponding end of the corresponding end platform (2) or (3).

13. Transport system according to any one of the preceding claims, characterized in that at least one of the end platforms (2) or (3) has on the inside a descending front in the projecting ends of which are shaped the rigid assembly receiving structures (16).

14. Transport system according to the preceding claim and claims 9 and 10 characterized in that the lower end of the falling edge of at least one end platform (2) or (3) cooperates with a receiving structure present on the pivoting support carrying the motorized rollers (76) and (77) of the pivoting drive means.

15. Transport system according to claim 1 characterized in that the receiving means provided at the platform or platforms (61) and (62) are carrier-roller means for the continuation of the pivoting movement of the carrier structure ( 6).

16. Transport system according to the preceding claim characterized in that these carrier-roller means are motorized rollers (66).

17. Transport system according to claim 1 characterized in that the centering means is unique for the entire train or present on a limited number of stations (63) for loading / unloading wagons.

18. Transport system according to claim 1 characterized in that the means of centering is provided at each loading / unloading station.

19. Transport system according to claim 17 or 18 characterized in that the centering means is an assembly with two pivoting arms (103) and (104) each mounted on a slide (109) and (110) along the track (60), the end of each arm comprising an engagement configuration (108) with a pin (107) present in the central part of the underside of the wagon (1).

20. Transport system according to any one of the preceding claims, characterized in that the connections between the carrying railway structure (6) and at least one of the end platforms (2) or (3) are separable connections d rigid assembly allowing the two components of these connections to form a body and behave as a single piece during transport.

21. Transport system according to the preceding claim, characterized in that each separable link of rigid assembly is a hooking assembly with locking of the ends of the carrying railway structure with complementary conformations (16) on the part of the platform. end (2) or (3) opposite.

22. Method for loading / unloading a wagon of a railway train formed of a plurality of wagons (1) allowing combined rail / road transport to a delimited location corresponding to a loading / unloading station (63), characterized in that the train is immobilized so as to place each wagon (1) above a loading / unloading location, at least one wagon is centered relative to the ground equipment by at least one means centering, the end platforms are immobilized

(2) and (3) in their original position on this location, the assembly links are unlocked separable, the lifting means are actuated, at least one end of the carrying railway structure (6) is raised slightly above the level strictly necessary for their release in movement relative to the pivoting movement, the pivoting means are actuated, in that the pivoting of the carrying railway structure (6) continues until reception by the recovery means existing on the platform (s) (61) and / or (62) bordering the track (60), that the pivoting is stopped when the angular deviation of the carrying structure (6) is sufficient for the direct access of the road load from the platform, the road load is made access to or taken out of the carrying rail structure by external means or by its own means, the pivoting drive means are actuated until the supporting structure is oriented in its assembly position, the lifting means are actuated to lower the door structure use whose end arms come exactly at the entrance of the reception structures due to the maintenance in position of these, the bearing structure (6) is further lowered so that the ends of its arms come to engage in the receiving structures, the separable links of rigid assembly are locked, the lifting and lowering means are retracted, the platforms are released from their retention in position and the centering means are retracted.

23. Method according to the preceding claim, characterized in that the wagons (1) are immobilized by at least one of their end platform (2) or (3).

24. Method according to claims 22 and 23 characterized in that one mechanically subjects the two end platforms by a mechanical connection (23).

25. Method according to the preceding claim characterized in that one releases from its longitudinal housing (9) the mechanical connection (23) between the end platforms (2) and (3) to allow the pivoting movement of the supporting structure (6) and in that it is engaged in its housing (9) at the end of the pivoting return movement.

26. Method according to any one of the preceding claims from 22 to 25, characterized in that the cooperation of the means for centering the wagon with the element of the wagon maintained for centering is used to temporarily form a pivot center used for pivoting the supporting railway structure.