DE19813440A1 - On/off loading system for vehicles on railway trucks - Google Patents

Abstract

A modular system has several container modules (3,4) installed on a container carrier vehicle (2), with each secured by a container locking device (5). Each container module on a base framework in the container carrier vehicle is fitted with a drive-on ramp for a car (1) swiveling horizontally on a pivot bearing, as well as swivel-cum-locking mechanisms and a mechanical, hydraulic or pneumatic caterpillar drive unit.

Description

The invention relates to a loading and unloading system for motor vehicles Transport by rail vehicles, in particular loading and unloading location for cars and trucks for carriage on railroad train wagons.

In a known manner, motor vehicles are transported in this manner on rail wagons tiert that these motor vehicles at the start station on ramps on the train loaded and usually at the same destination again at the same time be discharged. This loading and unloading is very time consuming and disadvantageous because there is an individual loading and unloading of vehicles Intermediate stations not possible.

There are therefore other systems known for faster loading and unloading of cars and trucks on rail wagons at any departure and Allow arrival station so that an individual transportation of the force vehicles on the railroad and their independent and at all times automatic loading and unloading can take place.

Various well-known patented loading and unloading systems for motor vehicles Witnesses on railroad cars either have a rotating bridge, one swiveling loading platform or specially designed ramps for one Appropriate loading or opening or unloading or moving off of vehicles.  

According to DE 36 16 484 is a system for loading and unloading power vehicles on and off a rail vehicle with a variety of consecutively arranged parking spaces known in which a central Control unit a motor vehicle from a stopping place on a platform transported to a specific parking space of the rail vehicle or by this is delivered. The controlled conveyor is a rotary slide device, the rotation of a platform takes place through 90 °. A Lateral loading and unloading is at any station - for that is equipped accordingly, possible, with the control unit corresponding controls the entire system.

Nevertheless, the side loading and unloading is disadvantageous because it takes up space, time and space is energy consuming.

Similarly, according to the utility model DE 296 04 796 a lifting and Swivel device for cross loading of road vehicles without Ramp systems known, in which a rotating pallet over one on the Railway wagon fixed stand is pivotable and lowerable. In the Stand construction are preferably hydraulic cylinders for lifting work provided, also a multi-storey loading without ramp system can be done. Overall, this device is for heavy loads however very complex.

The invention according to utility model G 93 16 221.9 protects a Vorrich device for the transport of road vehicles, especially tall people motor vehicles that are loaded and unloaded by their own drive. A rotatable loading plate, which in its transport position is axially parallel to one special automobile railroad car is locked, has a double extendable loading ramp.  

The loading ramp is rotatably mounted on a substructure and is in the corresponding loading and unloading position adjustable. The motor vehicles drive independently onto or from the loading ramp. A disadvantage of this System is a complicated remote-controlled swivel, turn and lock mechanism for the entire loading and transportation process, the is extremely prone to failure. The railway wagons are special motor vehicles Senbahnwagen has been designed and can only be used for specific purposes. Similarly, according to the G 295 02 141.1 own special railway wa a dedicated mounting plate for cars and trucks is alternately rotatably supported in the middle around a pivot point.

According to PS DE 41 36 055, a relatively robust solution for the Swiveling and locking a platform in transport position found, in which the main frame resting on bogies Accessible loading platform stored and around one of two ends Bogie axles is pivotable. For right and left side swivel Two hydraulic swivel cylinders on the middle serve for the movements Salmon of the main frame are attached.

The loading platform is locked by lowerable rings that hold the Include bogie axles. Laterally foldable panels form part of the specially trained low-floor rail transport wagon. Even with these Wagons are special wagons and trains that only operate on certain intended routes can be used.

A low-loader wagon is similarly protected in EP 02 08 228, the drive of the loading platform with a drive mechanism with several Ren the pneumatic working cylinders assigned to the bridge parts, gear wheel and transmission takes place.  

EP 04 63 505 describes a railway carriage for the transport of Passenger vehicles based on their own propulsion system move the carriageway slabs and load them over the front of the wagons be discharged. The walls and roof are motion-dependent coupled and lowerable for opening and closing when loading and unloading and adjustable. The raising and lowering of the roof and the end walls or side walls, d. H. the control of the necessary movements is passed on via lifting cylinders and a hydraulic lifting piston linkage give.

According to EP 05 16 583 is a railway carriage for receiving cargo gladly, d. H. Road vehicles, with two parallel mounting rails on one Revolving frame known, the revolving frame with pivot bearing and self according to the drive motor, preferably hydraulic motor for the swiveling movement supply, a rack segment and hydraulic controls.

Another known low-load railway wagon according to DE 44 30 118 has a rotatable bridge with ramp aids in the form of Ramp rails, preferably on trucks with their own drive on one Start the train with this special wagon or this again independently can leave. The drive-on aids are foldable and can be bridged under different level between wagon and road. Through this system is it is possible to transport individual road vehicles on sections without having to load or unload several vehicles at the same time.

Another well-known railroad car for transporting road vehicles Witness is known from DE 38 30 085 and has for carrying preferably cars a platform rotatable perpendicular to the longitudinal axis, which in  locked their transport position axially parallel to the railroad car and Loading and unloading can be swung out into a side loading position. In order to there is a user-friendly option for cars, at any stop put on a train and bring it to a designated destination to leave again.

The platform is equipped with an extendable ramp plate to compensate for the Height differences. Each wagon preferably has two platforms independent of each other in their transport and loading position.

These various known devices for loading and unloading Motor vehicles on rail vehicles have the disadvantages that System of loading and unloading either extremely complicated and expensive is constructed in construction and function or with special railway carriages Drive dedicated equipment only on certain routes and must be completely loaded and unloaded.

Most of the existing loading and unloading systems currently known it is only possible that the motor vehicles the wagons from behind or the Drive in order, so that the loading and Unloading can take place completely. Prevent these existing systems efficient use of the rail system and an effective delivery equipment for the transportation of goods.

The decoupling of wagons for different directions is also known or an elaborate paggage planning, the vehicles that are connected to the nearest train stations should be unloaded, also loaded last. Intermediate loading or unloading is difficult due to the design.  

The object of the invention is a loading and unloading system for motor vehicles to develop for carriage on rail vehicles, which after the The modular principle is designed so that existing container wagons with mountable special structures in the form of units, assemblies and Control elements are converted so that without a special loading ramp loading and unloading of motor vehicles at any platform parking space, preferably cars and trucks on and from transport wagons guaranteed is.

The object of the invention is achieved in that loading and unloading desystem for motor vehicles for transportation on rail vehicles, in particular for loading and unloading cars, characterized is that it is built as a modular system and consists of several a container wagon that can be installed and each with a container rack fixed container modules. In addition, the charging system characterized in that each container module on a Grundrah of the container carrier one horizontally over a pivot bearing swiveling ramp, several angular gears as swivel and Locking or drive gear and a mechanical, hydraulic or pneumatic drive unit with caterpillars are assigned.

The caterpillars of the swiveling drive ramp are over several Angular gear I.. .IV with the car drive wheels, drive rollers and a drive belt mechanically connected so that the drive for the Swiveling and locking process of the ramp over the rotating movement the drive wheels of the vehicle to be loaded. Besides, is it is possible according to the invention that the drive unit as a hydraulic unit with hydraulic pump, pressure accumulator and hydraulic motor or as  Compressed air drive with compressed air cylinders. Preferably owns a container wagon with two independent container modules a horizontally swiveling and lockable ramp and each with an independent drive unit with different angular gears I.. .IV.

The mechanical drive unit for swiveling, locking and unlocking The ramp has and driven by the car drive wheels Drive rollers, swivel and locks arranged transversely to the direction of travel solution u. a. Angular gear I.. .IV, freewheel gear, drive belts for the Wheelbase compensation and caterpillars for the ramp.

The pneumatic drive unit for the movements of the ramp consists of several pressure cylinders on the lower part of the container carrier gens, the bevel gear I with drive pinion, the bevel gear II with switchable freewheels, an additional drive with internal teeth and the loose caterpillars.

The hydraulic drive unit for swiveling, locking and unlocking the ramp is driven by an angular gear II Hydraulic pump, a pressure accumulator and several from the pressure accumulator driven hydraulic motors, the IV through the bevel gear Cause drive of the caterpillars for the movement of the ramp, built up.

The control of the hydraulic and pneumatic drive unit takes place via computer-controlled solenoid valves by a process computer being controlled. The process computer of a central data control center in the  The locomotive is connected to the individual container modules via data lines connected so that the entire loading and unloading process can be controlled centrally The information from optical sensors for scanning the vehicle contours and magnetic stripe information about the destination loading stations of the individual container modules deliver u. a. the main control commands for the Entry, exit and swivel movements of the ramp.

Another variant of the loading and unloading system according to the invention preferably for trucks is characterized in that a carrier wagon with a fixed loading ramp and side rails. The Loading ramp can be extended laterally and raised by means of a drive unit, the lifting, retracting and lowering of the loading ramp by two parallel coupled, driven by the drive wheels of the tractor Drive belts and a pressure accumulator with hydraulic pump and motor respectively.

Each container wagon of the system according to the invention is preferred equipped with an on-board generator driven by the wheelset.

The loading and unloading system according to the invention has the following significant advantages over the previously known designs:

• - The travel times of road vehicles can be shortened considerably, also in international traffic.
• - The night journeys can be shifted to the rail, so that Accident risk, which is known to be particularly high at night, drops to almost zero.
• - If visibility is poor or roads are dangerously slippery, evasion can occur the rail to be prescribed to prevent accidents.  
• - The saving of considerable amounts of fuel requires protection the environment.
• - The wear on road vehicles is minimized.
• - Loading and unloading of motor vehicles on rail vehicles is on each detention center without a special loading ramp and without complex coupling and Shunting operations of the train possible.
• - In theory, any station can be used as a loading station, structural measures are practically not necessary.
• - The rail network is considerably better and more efficient to use constantly commuting trains that every car and truck driver drives onto and can leave again at the next train station.
• - The container wagons already exist and only need to be slightly be adjusted.
• - The wagons can also continue to be used for container transport are quickly removed by disassembling the modules (like a 20 '' container Cars; 40 '' container truck).
• - Overall, the introduction of this modular system has made a significant difference to achieve greater flexibility in rail and car transport chen and thus a much higher acceptance by the Car drivers and carriers.
• - The investment costs required are comparatively low.
• - When using computer support, the train utilization as well the loading and unloading depending on the destination station from a logical point of view optimized.
• - The release process and the pivoting process as well as the locking process via the rotary motion of the drive wheels of the vehicle initiated and carried out. This enables an almost auxiliary energy-free modular structure.  
• - In container or combined transport, the modules are implemented superfluous and therefore a considerable saving of time because the complete car / truck train is transported.

The main advantage of this invention is that only by Driving force of the vehicle the loading or unloading of the same enables light becomes. These hydraulic, pneumatic or similar are also suitable Chen systems for swiveling in or out of the unloaded Carrier module, and the energy stored in the system can be taken up of container containers.

The invention is based on several embodiments and in different variants explained.

In the principle drawings shown:

Fig. 1 entrances and exits car system in a schematic representation;

Fig. 2 movable ramp car system in section,

Fig. 3 pivotable ramp car system with wheels drive in schematic plan view,

Fig. 4 pivotable ramp car system with compressed air in a schematic plan view,

Fig. 5 pivotable ramp car system with hydraulic drive in schematic plan view,

Fig. 6 carrier wagon with loading ramp truck system in a schematic representation.

Fig. 7 pivotable ramp car with four wheel drive system in a diagrammatic top view,

Fig. 8 Cross slide acquisition module, truck systems,

Fig. 9 receiving module with the central pipe in plan view,

Fig. 10 recording module with central tube in section.

Fig. 1 and 9 schematically show the retraction and extension of passenger car 1 on both sides or from container-carrying carriage 2. On the container nertragwagen 2 are preferably two container modules 3 ; 4 attached via a container lock 5 each.

The interface between wagon and modules 3 ; 4 form standard corner fittings (cormer casting), as known from container construction. The modules 3 ; 4 can be used internationally on existing container wagons 2 of the Federal Railways. The additional equipment of the wagons is limited to a minimum.

The system according to the invention consists of a ramp 8 which can be swung out to the right or left in the direction of travel and which is automatically fixed in the respective end positions via the mechanical lock 5 . The ramp 8 is smoothly and permanently rotatably supported on the front side via a sealed ball bearing. The inner ring of the bearing has a toothing in which a drive pinion engages. The following components are integrated into the running surface of the ramp 8 : the drive unit and the fixation of the vehicle.

The ramp 8 is mounted in a pivot bearing 7 on a base frame 6 which is adapted to the container wagon 2 .

The car drive wheels 10 of the front axle are fixed between two drive rollers 11 arranged transversely to the direction of travel. These drive rollers 11 are with swivel and locking gear I.. .V 13 . . . 16 connected and thus deliver the necessary drive torque in the case of a front-wheel drive vehicle. The rear axle is accommodated via two drive belts 9 arranged under the wheels in order to record the different wheelbases and track widths of the various types of cars. The drive belts 9 are rigidly connected to each other on the left and right and, like the front drive rollers 11, serve to transmit the drive torque in the case of a rear-wheel or all-wheel drive vehicle. The power flow is only from the vehicle to the gearbox I.. .IV 13 . . . 16 , but not the other way round by interposing freewheels. This means that the torque is only taken from the driven car axle. The distance between the platform and the outer edge of the wagon is bridged by the ramp 8 with the loose caterpillar 21 - FIG. 4.

The drive rollers 11 of the car wheels are automatically blocked by the weight of the vehicle for the purpose of adjustment in the case of the non-driven axle, ie in the absence of drive torque by the car wheels, to make rolling out more difficult.

When the vehicle 1 drives up, the front wheels of the car, after passing over the rear axle mounting rollers, enter a so-called mounting carriage, which also contains two rollers which are rotatably mounted transversely to the direction of travel (see also Fig. 8/10). According to the different car drive variants front-wheel drive, rear-wheel drive or all-wheel drive, the opening and the swivel drive of the ramp 8 differ:
With a purely front-wheel drive, the pick-up carriage pulls the car 1 along a longitudinal guide onto the pick-up module ( Fig. 7-10) until the rear axle comes to a stop in its pick-up rollers. With this in mind, the drive system is switched to the swivel drive and swivels the recording module ( Fig. 7-10) by driving the car 1 onto the wagon 2 . The advantage of this variant is the omission of drive rollers for length compensation with different wheelbases of the vehicles and different lanes.

With rear-wheel drive, the mounting carriage of the front axle without drive due to the thrust of the rear axle to the end position pushed forward, d. H. the rear wheels come between their receiving roller len to stand.

With all-wheel drive, the pick-up slide is guided by the driving force of the front axle of the car 1 as with pure front-wheel drive, supported by the thrust of the rear axle until the end position is reached.

The gearbox, which is preferably an angular gearbox I.. .IV - 12 . . . 16 are constructed and arranged within the system to perform various functions. The bevel gear I- 12 preferably serves as a swivel and locking gear for the ramp 8 . The bevel gear II- 14 in connection with the freewheel gear 13 serves for pivoting in and out while simultaneously decoupling the front or rear drive wheels 10 in vehicles with all-wheel or front-wheel drive.

The angle gear III, IV, 1 - 15, 16, are used either to drive the track 18 for the inward and outward pivoting of the ramp 8 of the Recordin memoduls (Fig. 7-9), or to drive the bead 18 and thus the function of pivot bearing on the pivot bearing 7 of the base frame 6 from the torque transmission function via the drive rollers 11 . The drive pinion and the toothing in the swivel head are omitted, but the caterpillar 18 is driven ( FIG. 3).

The drive-on ramp 8 or the receiving module is constructed as a welded steel construction with two wide lanes with lateral cooling of the car wheels 10 or as a driven sliding carriage for receiving the front axle. The advantage of the system with the mounting module is that there is no longer a tap. In order to be able to detect different platform heights (structural tolerances), the ramp 8 is pivotally mounted in the vertical pivot point horizon. Drive rollers 11 are attached at one end, which enable a circular movement of the ramp 8 from the train onto the platform and vice versa.

Fig. 4 shows the swing-side right or left in the direction of travel ramp 8 which is automatically fixed in the end positions by a mechanical lock 5. The pivoting movement takes place via compressed air cylinders 22 , which are in the substructure of the module 3 ; 4 are integrated. The actuation of the compressed air cylinder 22 takes place via solenoid valves, which in turn are controlled as required by a process computer. The drive takes place via the bevel gear I with drive pinion 19 by the additional drive 20 , so that the caterpillars 21 are only running loosely without a drive function.

A further embodiment of the loading and unloading system according to the invention is shown in FIG. 5, the pivotable ramp 8 being driven by a hydraulic unit. This hydraulic drive for the pivoting movement of the ramp 8 takes place on the basis of an angular gear 12 ; 14 driven hydraulic pump 23 and the filled pressure accumulator 24 , which actuates the hydraulic motors 25 at the appropriate pressure. The hydraulic motors 25 are via the bevel gear 16 ; verbun with the drive crawlers 18 for the pivoting movement of the ramp 8 .

The hydraulic unit is controlled by solenoid valves from a central computer in the leading beach of the locomotive. The Stromversor supply of the car loading and unloading systems according to the invention takes place via on-board batteries which can be recharged by an on-board generator driven by the wheelset of the container wagon 2 .

Cars are loaded onto a rail wagon according to the following procedure:

• - The cars to be loaded are at the same height as the loading area of the rail car gon on assigned parking spaces,
• - The respectively reserved swivel modules are checked at the loading location using the telescopic ramps and the mounted on it  Hydraulic and computer controlled transport sled at an angle of extended approx. 45 degrees diagonally to the rail car,
• - The cars drive onto the swivel module; the drive rollers are locked,
• - The front wheels hit the front system. It is rotatable (Diago alignment) and longitudinally adjustable (balancing of the different axles stands). With rear-wheel drive, the length is compensated by freewheeling, at Front wheel drive through the wheel drive. The rear wheels snap into place The rear drive rollers stop the length compensation. The two Drive systems are connected by a longitudinally adjustable cardan shaft. If all the wheels of the vehicle are driven onto the drive rollers, the The locking mechanism is released, the cardan shaft is engaged and that Swivel module switched to side drive,
• - The wheel drive switches to the side drive and conveys the car the rear axle onto the train wagon. A stop coupling ends the Process by freewheeling and locks the car,
• - Unloading is done by reversing the car. The backwards Moving wheels uncouple the locking device (only when the web is at a standstill possible), the extension process is initiated. The swivel module will Extended to the side, a stop coupling locks the drive rollers. The car can drive down or forward from the train wagon. The loading of a second level is with the second level Wagon possible using a 2nd loading ramp.

FIG. 6 shows carrier wagons 26 for loading and unloading the lorries with a cross slide receiving module 36 that can be raised and extended and outer longitudinal members 27 to the side of the carrier wagon 26 . This loading and unloading system is preferably suitable for truck transports. The loading ramp 30 , which can be pushed out to the right or left in the direction of travel, is automatically fixed in the respective end positions by a mechanical lock. The lateral pushing out takes place after a lifting process which lifts the loading ramp 30 above the level of the strong external longitudinal members 27 which are present for structural reasons.

In the case of the truck train, the approach is carried out parallel to the longitudinal axis of the train and the trucks are picked up parallel to the wagon from the platform 30 until the front wheels are fixed in a recess in the cross slide mounting module 36 . The drive wheels of the tractor or towing vehicle generate a drive torque; this drive torque is transmitted to Antriebsrol len, which are embedded in the recording module. These are converted into kinetic energy by means of caterpillars 18 located transversely to the direction of train travel, which move the entire truck train onto the wagon. The discharge takes place in reverse.

The hydraulic / pneumatic pressure, which is generated by the drive axle of the towing vehicle by means of a hydraulic or pneumatic pump, is buffered in a pressure accumulator 24 . The hydraulic energy required for lifting, moving into the carrier wagon 26 and simultaneously lowering the cross slide receiving modules 36 can be taken from the pressure accumulator 24 .

The individually adjustable process module 28 for retracting and lowering the loading ramp 30 between the outer side members 27 is equipped with a hydraulic motor, the drive module 29 is equipped with a hydraulic pump and hydraulic motor.

Another variant allows the inclusion of each axle of the train combination nation by the wheelbases adapted, adjustable by auxiliary rails. These carry slides that can be pushed out across the direction of travel. The wheels of the truck axles are accommodated in these slides and are pulled in parallel onto the carrier wagon 26 .

The drive of all carrier modules takes place per axis with drive rollers 11 verse hen sled under the drive axles of the truck or the tractor. The rails are connected to each other via telescopic drive shafts or a hydraulic, pneumatic or similar system. Fig. 8 shows a Querschlittenaufnahemodul 36 and truck systems in a side view. Trucks, heavy goods vehicles and trucks are loaded on the same principle as for cars.

• - The car is loaded diagonally, the truck is loaded parallel below Use of similar drive modules.
• - The truck goes through a measuring station. The center distances are measured sen and stored on a chip card.
• - There is one carrier module per axle on the rail wagon. By means of a grid rail located on the rail car, the individual carrier modules computer controlled according to the measured Center distances set up and at the same time at right angles by means of hydraulics extended.
• - The truck runs parallel to the rail wagon parallel to each other standing carrier modules, the drive rollers are locked and by cardan shafts or a hydraulic, pneumatic or similar system other connected.
• - After loading by all axes, the drive rollers are locked canceled and switched to side drive.  
• - The drive wheels of the truck simultaneously effect the cardan shafts lateral drive of all carrier modules and thus parallel loading the entire truck or possibly two smaller trucks.
• - After completing the side entry or loading process, the system switches if the truck wheels continue to run, a switchover clutch to a hydraulic system system that lowers and locks the truck onto the flatbed wagon.
• - The unloading process takes place in reverse order by inserting the Reverse gear.
• - The lock is released, the truck is raised hydraulically and extended.
• - The truck can drive down from the carrier modules to the front. When loading trucks, the hydraulics in the system can be used by connecting a pressure hose the connection between trucks and loading system are manufactured.

The compressed air generated in the truck thus serves the loading hydraulics. In Fig. 9, the receiving module is shown, in which the pick-up carriage 11 which houses the wheels of the front axle and is then driven pushed by the rear axle forward or driven by the wheels of the driven front axle, running along the central tube. The recording roll 11 of the rear axle can be driven just like the drive rollers 11 of the front axle.

Fig. 10 shows the receiving module in section and the drive rollers 11 for the wheels of the front axle. A vertical drive roller 11 also serves to drive the sliding carriage 33 .

Each container wagon 2 is equipped with a generator driven by the wheelset, so that the control of the drive units, preferably the hydraulics, via solenoid valves is ensured by on-board rechargeable batteries. A central computer in the locomotive's control center collects all information and issues the corresponding control commands. The following preferably input variables and information are processed, for example, with the aid of computers and transmitted with remote data transmission to or from the computer in the control center of the locomotive:
Destination station of the vehicle, entered via barcode or magnetic stripe, drive-in ramp retracted, drive-in ramp extended, drive-in ramp locked, dimensions of motor vehicles, free module parking space, etc. Loading of a second level is possible with an existing ramp using the vehicle electronics by storing the assignment on a chip card becomes.

Reference list

1

Car

2nd

Container wagon / train

3rd

Container module

4th

Container module

5

Container lock

6

Base frame + telescopic part, cross extension, moving

7

Swivel bearing on the base frame

8th

Ramp, swivels horizontally and vertically

9

Drive belt / roller conveyor

10th

Drive wheels

11

Drive rollers

12th

Angular gear I (swivel and locking gear)

13

Freewheel gear

14

Angular gear II

15

Angular gear III

16

Angular gear IV and linear reduction gear

17th

clutch

18th

Caterpillar / drive caterpillar slew drive / linear drive

19th

Angular gear I with drive pinion

20th

Additional drive with internal toothing

21

Caterpillar, moving

22

Air cylinder

23

hydraulic pump

24th

Pressure accumulator

25th

Hydraulic motor

26

Carriage with a fixed loading ramp

27

Outer side members

28

Travel module, adjustable / cross slide mounting module

29

Drive module

30th

Loading ramp, extendable

31

Reverse direction encoder

32

Longitudinal guide for slide

33

Slide carriage with optional front wheel drive

34

Energy chain for hydraulic lines

35

Longitudinal guide for cross slide mounting module

36

Cross slide mounting module for truck systems

37

Truck drive wheel

38

Linear bearings

Claims (8)

1. loading and unloading system for motor vehicles for transportation on rail vehicles, in particular loading and unloading system for cars on wagons, characterized in that

• - That it is constructed as a modular system and consists of several container modules ( 3 ; 4 ) which can be mounted on a container wagon ( 2 ) and each have a container lock ( 5 ).
• - That each container module ( 3 ; 4 ) on a base frame ( 6 ) of the Contai nertragwagens ( 1 ) one over a pivot bearing ( 7 ) horizontally pivotable ramp ( 8 ) and several swivel and locking gear I.. .IV ( 12 ... 16 ) and a mechanical, hydraulic or pneumatic drive unit with caterpillars ( 18 ; 21 ) are assigned and
• - That the drive caterpillars ( 18 ) of the pivotable ramp ( 8 ) over several angular gear I.. .IV ( 12 ... 16 ) with the car drive wheels ( 10 ), drive rollers ( 11 ) and a drive belt ( 9 ) or with compressed air cylinders ( 22 ) below the container module ( 3 ) or with hydraulic pump ( 23 ), pressure accumulator ( 24 ) and hydraulic motor ( 25 ) are connected.

2. Loading and unloading system according to claim 1, characterized in that

• - That a container carrier ( 2 ) preferably two independent container modules ( 3 ; 4 ), each with an independent drive unit and the swivel and locking gear I.. .IV ( 12 ... 16 ).

3. Loading and unloading system according to claim 1 and 2, characterized in that the mechanical drive unit for the pivoting, locking and unlocking of the ramp ( 8 ) from the drive wheels ( 19 ) of a car, the drive rollers arranged transversely to the direction of travel ( 11th ), the swivel and locking gears, especially the angular gear ben I.. .IV ( 12 ... 16 ), the freewheel gears ( 13 ; 14 ), the drive belts ( 9 ) for the wheelbase compensation of the non-driven car wheels and the drive crawlers ( 18 ) of the ramp ( 8 ) for bridging the gap between the platform and the wagon is. 4. Loading and unloading system according to one of claims 1 to 3, characterized in that

• - That the pneumatic drive unit for the pivoting, locking and unlocking of the ramp ( 8 ) from several compressed air cylinders ( 22 ) at the lower part of the container module ( 3 ; 4 ), the pivoting and locking gear, preferably the angular gear I ( 19 ) Drive pinion and the angular gear II ( 14 ) with switchable freewheels, an additional drive ( 20 ) with internal teeth and the loose caterpillars ( 10 ) is constructed.

5. Loading and unloading system according to one of claims 1 to 4, characterized in that

• - That the hydraulic drive unit for the swiveling, locking and unlocking of the ramp ( 8 ) from a through the angular gear II ( 14 ) driven hydraulic pump ( 23 ), a pressure accumulator ( 24 ), several of the pressure accumulator ( 24 ) driven hydraulic motors ( 25 ), the bevel gear IV ( 16 ), the caterpillars ( 18 ) and the pivoting and locking gear I ( 12 ) is constructed.

6. Loading and unloading system according to one of claims 1 to 5, characterized in that

• - That computer-controlled solenoid valves for the control of the hydraulic and pneumatic drive unit, optical sensors for scanning the vehicle contours and magnetic stripe information for the Zielverladesta tion via data lines from the container modules ( 3 ; 4 ) to a process computer in the central data control center of the locomotive.

7. loading and unloading system according to claim 1, characterized in that

• - That a carrier ( 26 ) is preferably equipped for truck transports with a fixed, laterally extendable and liftable loading ramp ( 30 ) and outer side members ( 27 ) and the drive unit for lifting, retracting and lowering the loading ramp ( 30 ) from a drive module ( 29 ) with two drive belts ( 9 ) coupled in parallel and driven by the drive wheels ( 10 ) of the tractor, a pressure accumulator ( 24 ), hydraulic pump and hydraulic motor and a distributable travel module ( 28 ).

8. loading and unloading system according to one of claims 1 to 7, characterized in

• - That it can be used via adapters for loading containers and / or interchangeable containers.