FR2810612A1 - Road/rail transport oblique loading/unloading system uses wagons with centre-pivoted supporting structures - Google Patents

Abstract

The system, comprising at least one railway track (60) with platforms (61, 62), uses oblique loading/unloading wagons (1), each with a rail supporting structure (6) for a road load, supported by two end platforms (2, 3). Each wagon (1) has a centre pivot for the supporting structure (6), which is connected by detachable couplings to its end platforms (2, 3), and each loading/unloading post has lifting mechanisms (59, 69) to control the height of the wagons.

Description

<B> system for the transport and loading / unloading of </ B> <B> oblique wagons in a </ B> <B> combined transport </ B> rail / road </ B> railway station and its method of setting </ B> work. The invention relates to a transport and loading / unloading system consisting of a plurality of wagons and loading / unloading stations of road vehicles, parts of these vehicles or more generally road loads on the wagons of a vehicle. rail train in the context of combined rail / road transport also known as alternative transport.

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

The congestion of roads and highways, especially heavy trucks and increased pollution have led to the development of the search for alternative solutions.

Among these is the combined rail / road transport which provides long-distance rail transport of road vehicles loaded with goods, 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 wagons at railway station terminals.

In terms of equipment and facilities, three broad categories of solutions have been proposed.

One is the creation of rail highways, that is, whole trains on which trucks are hitched to their trailers or semi-trailers one behind the other to a designated transportation location. over the entire available area of the trainset, even between two wagons. This solution has the advantage of being practical and fast. The unloading is carried out by rolling the vehicles in the same direction to the opposite end of the train to that by which they entered. They then return by road road the road network. This solution, however, has many disadvantages. We must first mention those related to loading and unloading in series. A broken down vehicle will block the rest of the line. You can not load or unload a vehicle first. In addition, the loading time associated with the queuing is always long and can not decrease. This solution also has the important disadvantage of requiring the transport of the tractor which, if it were separated 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 concerns the handling of the road load by external means from a platform where they are abandoned by the tractor or the truck, to load them. in a wagon. This category uses equipment that is heavy and expensive 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 is concerned 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 motive power or that which is linked with the help of the driver of the vehicle to which it is attached.

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

This mechanical link carrier structure represents a consequent additional thickness contrary to the requirements of thin to exploit the maximum rail gauge down. The general field of the invention is that of the rail / road combined transport systems in which the wagons comprise a pivoting railway structure carrying the road load, this carrying structure being mounted on and assembled to two end platforms carried each by a railway bogie.

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

The transport systems implementing this type of wagon differ depending on whether the ends of the carrying rail structures are releasable or not end platforms and in particular releasable both at the same time.

if the simultaneous release of the two ends brings interesting advantages, in particular those of being able to access or exit the road load at one end or the other end while the new road load arrives on the other side, serious drawbacks appear because the end platforms, released from the railway structure which provided the mechanical connection between them, do not keep their original position. Indeed, the residual forces applied 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 movements of the vehicles on the carrying railway structure, cause a displacement of these along the track. This movement is sufficient to prevent the rapid and easy restoration of the carrying railway structure when returning after loading or unloading.

The present invention aims to simultaneously meet the two main objectives of maintaining in place the end platforms and therefore the bogies during loading and unloading operations and to make the most of the rail gauge.

The invention also aims to perform the loading and unloading operations without heavy equipment outside or onboard while enjoying the advantage of an energy-independent road load, that is to say that can be moved or move by its own means or by the means normally associated with it.

The invention also aims to allow the loading / unloading individual or selective for all cars of the same train.

Various technical solutions have already been proposed for the movement of the platform, among which are the German patent of TALBOT DE n. 3234374 and the publication PCT n. 81 02142 in the name of BEHRENS, in which the bearing structure pivots around a pivot of end and around a pivot center to be in a position of bias relative to the direction of the train.

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

Thus, the interesting invention must simultaneously satisfy the different 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 mode change.

Thus, various 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 invention has the first goal of admitting a road load road gauge and register the wagon carrying this road load in the rail gauge. Because of the maximum dimensions allowed by rail and road gauges, it is necessary to increase the useful height of loading of the wagon. the underside of the railway carrier structure is thus placed as low as possible and this rail carrier structure is made with a thin floor, in any case as thin as possible in view of the requirements of mechanical strength.

Another essential goal relates to the ease and speed of re-establishment of the railway carrier structure after opening and closing maneuvers of the wagon during the loading / unloading phases and the appearance of the parallel loading / unloading of the vehicles. cars. Released from the linkage of the supporting structure, the bogies move because of 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 shocks. This disadvantage is overcome by assigning to the end platforms a given position by means of retaining the ground or by keeping the spacing thereof at a constant distance.

An additional aim is to avoid encroaching on the useful loading volume of the wagon by the presence of means and equipment for handling the load and the road carrying load-bearing railway structure. These means would clutter up the wagon and would require embedded auxiliary energy sources. Thus, the road load moves its own means during the loading and unloading phases and the power actuators required for maneuvers are external to the wagon and powered by external sources. This energy independence between the wagon, the load and the actuating means makes it possible to lighten the wagon and to simplify the distribution of the energy. Thus, the motor means are on the railway infrastructure and road load or tractor.

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

Thus, with lower strokes, the maneuvers will be reduced to simple movements of low amplitude generating only the costs of acquisition, operation and maintenance moderate. According to the intended embodiment, the lifting movement of the carrying railway structure, after having compensated for the overwriting of the suspensions, continues with a useful low-amplitude run, just necessary for the separation of the links between the rail-carrying structure and the platforms. end, for example the release of the ends of the supporting structure of their housing in support on the end platforms.

Another additional object relates to the passage of tensile forces. These must be supported entirely by the supporting structure and its connections with the end platforms to avoid the use of an additional lower structure of great mechanical strength representing a significant overweight and extra thickness. The present invention uses the carrier structure to transfer tensile forces to the other end of the car. Finally, the object of the invention is to place the wagons of the trainset in an appropriate position with respect to the equipment of the track and the platform so as to be able to easily and rapidly implement the loading / unloading means.

Another object of the invention is to provide a particularly resistant car, not only for all the efforts that it can endure during its operation, but also for all the exceptional efforts related to the unloading loading operations and the maneuvering of the vehicle. major loads such as 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 carrying structure restoring itself on the wagon by a support means external to the wagon and independent of its energy. The invention simultaneously aims at all the aforementioned objects and provides a comprehensive and reliable overall solution that overcomes the majority of the drawbacks of the previous embodiments.

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

Other features and advantages of the invention will become apparent from the following description, given by way of example and accompanied by the drawings which show. FIG. 1 is a general plan view of a rail / road combined rail / road terminal in which the system according to the invention is inscribed; . Figure 2 is a plan view of several loading / unloading wagons in place; . Figure 3 is a simplified schematic perspective view of a loading / unloading location and its equipment on the ground without a car with schematic illustration of the obliquely rotated position of the carrying railway structure; . FIG. 4 is a general schematic perspective view of the assembly of a wagon with a load-bearing structure in a position separated from the body of the wagon in a version with central pivoting center; . FIG. 5 is a general schematic perspective view of the assembly of a load-bearing wagon in position separate from the body of the wagon in a version with end pivoting center; . Figure 6 is a general perspective view of an assembly of a load-bearing car in a position separate from the body of the car corresponding to a practical embodiment with a central pivoting center and a longitudinal connecting element between the two end platforms; . Figure 7 is a perspective view from below of an end of the carrying railway structure showing more specifically the bearing track and rolling; Figure 8 is a simplified and schematic overview of a wagon equipped with a retaining link between end platforms; . Figure 9 is a schematic cross-sectional view showing a shape of the retaining and connecting device in the retracted position in the floor housing with figuration of the lower part of the rail gauge; . Figure 10 is a simplified overall perspective view from above and obliquely of an embodiment of the invention with central pivoting center; . Figure 11 is a simplified overall perspective view from below and obliquely of an embodiment of the invention with central pivoting center; . the. Figure 12 is a perspective view of oblique detail and from above the central portion of the longitudinal joining element corresponding to the embodiment of Figures 10 and 11; . Figure 13 is a perspective view of detail obliquely and from below the central portion of the longitudinal joining element corresponding to the embodiment of Figures 10 and 11; . Figure 14 is a schematic cross-sectional view of the carrying railway structure and the longitudinal connecting element; . Figures 15 and 16 are schematic views in longitudinal section illustrating the operation of the center of pivoting; . Figures 17 to 19 are schematic cross sections showing other sectional shapes of the retaining and connecting device; . Figure 20 is a perspective view of the assembly link at the ends of the carrier structure seen from below; . Figure 21 is a perspective view of the assembly link at the ends of the carrier structure seen from above; . Figure 22 is an enlarged detail view of the locking mechanism of the severable connection link of the ends of the carrying railway structure seen from one side; . Figure 23 is an enlarged detail view of the locking mechanism of the severable connection link of the ends of the carrying 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 bearing and rolling track and schematically the end of the carrier structure of the wagon with which the motorized rollers of the device come into contact with lifting and rolling. according to the invention; Figures 27 to 30 are diagrams showing the different phases of operation. in the low retracted position of rest (Figure 27). lift movement without load (Figure 28). contact with the underside of the car (Figure 29). FIG. 31 is a schematic view corresponding to FIG. 30 on which an end platform retaining device mounted on this device has been shown, FIGS. 32 and 33 are views respectively in profile and a half view from above of an example of centering device or positioning.

This invention relates to wagons pivoting carrying railway structure and in particular system using a particular wagon of this type with all its variants subject to a parallel deposit which should be referred to here.

Not being able to incorporate it into this description by simple reference, it is necessary to precede the following description of that relating to this deposit with reference to FIGS. 4 to 23.

The same applies to the entire description relating to another parallel deposit on a ground device for lifting and driving the load-bearing structure which is also incorporated below in the description of the present invention. The present invention relates to wagons for the combined rail / road transport also said alternative, with a railway structure bearing load bearing road, and this is the position of the center of pivoting on the wagon It can indeed be central, d ' extremity or intermediate.

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

Figures 4 and 5 have been shown two basic general variants of the wagon according to the invention simply differing only 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 general means.

The invention proceeds from the general inventive idea that, for a rail-carrying swivel structure of a rail / road combined transport wagon, disassembly of the end platforms of the wagon by at least one of its ends while remaining mounted on its pivot center to arrive after pivoting to 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 a quick, easy and secure assembly ensuring a rigid connection between the end platforms and the carrying railway structure.

The typical car 1 comprises 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 interconnected by a carrying railway structure 6 which is integral with them by its ends by means of rigid connection links, these connections being separable and lockable.

The carrying rail structure 6 is a receptacle body formed of a low floor 7 in particular of low thickness with a flat bottom 8 or otherwise shaped for example having a recess longitudinal recess 9 in the form of a tunnel 10. The carrying rail 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 terminate with such ends as technically shaped so as to come carry on and lock 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 dissociable rigid assembly through which pass all tensile forces and those from rolling movements age. The 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 supporting structure 6 is thin and located as close as possible to the ground. According to an improvement to this variant, this thin floor is shaped or constructed to form in the central longitudinal zone where the road load does not carry the recessed housing 9 in the form of a tunnel 10 in which is housed a longitudinal linking element 23 connecting mechanically the two platforms' end 2 and 3 to ensure the maintenance of these platforms in their original position during loading / unloading operations.

This tunnel <B> 10 </ B> brings a stiffening effect to the floor 7 and allows the routing of cables and fluid ducts.

According to a preferred variant, the ends 15 of the carrying railway structure 6 are short and relate to the receiving conformations 16 located on the opposite end platforms and this to the limit or near the limit of the inner side of these platforms.

Preferably, the end platforms 2 and 3 may have on their side facing the inside of the wagon a return 24 directed downwards on the upper part of which is formed a shoulder 25. The receiving structures 16 on which carry the ends of the carrying railway structure 6 are shaped at the ends of this shoulder 25 facing the ends of the carrier structure.

The carrying rail structure 6. also comprises, on the underside of at least one of its access ends, means for cooperating with an external lifting and pivoting means.

In general, the wagon 1 comprises any means of retaining the end platforms in their original position at a distance from each other during movements and maneuvers related to the loading / unloading operations, by example the longitudinal element 23 of mechanical connection, to allow the carrier structure 6 to be assembled easily by the rigid connection dissociable bonds easily finding the exact position of engagement, latching or engagement of the parties 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 by a pivot function member. The latter carries it by mechanical fasteners and the connection with the corresponding ends of the carrying railway structure is effected by way of example of a pivoting twinning crossmember. The latter receives at each of its ends a corresponding end of the carrying railway structure. In this case not shown, the carrier rail structure is raised by its other end in its dissociation of the adjacent end platform and its movement to and on the platform. At this level, the connections between the ends of the carrying railway structure 6 and the corresponding end platform are dissociable while on the opposite side, that is to say that of the pivot center 26, the same links are indissociable but provided with at least one degree of freedom to allow the inclination of the carrying railway structure 6. For example, they can be pivoted about a transverse axis.

Conveying ends of the conveying railway structure 6 may also be provided by a triangular point 27 mounted on the end pivoting center 26 (FIG. 5) with an inclinable pivot axis or having a degree of freedom allowing a possible inclination of the carrier rail 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 pivoting centers, one each of the end platforms, one of which would be condemned when the other is in service. In the case of a railcar structure with two ends dissociable end platforms, it is preferred a central pivot center 28 (Figure 4).

Hereinafter will be described the central pivot variant 28 as it has the most advantages. The lifting of disassembly 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 outside the wagon, for example a lifting device and driving pivoting, not shown, with lift cylinders and vertically displaceable and motorized rollers for lifting and driving the supporting railway structure pivotally to the loading / unloading platform. For this purpose, this structure will have on the underside at at least one or each of its ends a flat bearing and bearing track 29, for example in a circular arc centered on the center of pivoting, allowing the lifting and driving work by the motorized rollers of this device.

The rigid connection separable links between the ends of the carrier structure 6 and the end platforms 2 and 3 can be realized in different ways. Their general function is to allow carrier rail structure 6 to be integral with the end platforms 2 and 3 of the wagon so that all the traction forces and those related to the rolling pass through them. Thus, these dissociable bonds of rigid assembly must have high mechanical strength but also high security and reliability. Locking is therefore provided to ensure that it remains closed during transport.

these dissociable bonds of rigid assembly can be single or double or multiple to increase the safety and the behavior to the lateral and transversal dynamic couples.

A double bond as shown in FIGS. 23 and as provided for a practical embodiment will be described hereinafter by way of nonlimiting example.

In this embodiment, the ends 15 of the upper spars 13 and 14 of the carrying railway structure 6 are extremely short arms called ends which are shaped 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 end and composite 30 in double hook one upper 31 and the other lower 32.

These short and composite ends such as double hooks cooperate with a view to the rigid closing assembly or the opening disassembly of these dissociable bonds with complementary structures or conformations 33 provided opposite on the end platforms 2. and 3. It can be represented as recessed receiving and upper receiving pieces 34 in the form of a receiving hook, of large thickness and U-shaped profile, lined with a lower receiving piece 35, also in hook, forming together a double hook in two stages, each of complementary shape to that of the end facing the * bearing structure and on the receiving surfaces which come to bear the end hooks 31 and 32 of the railway structure carrier 6.

for the totality of the carrier structure 6 of the wagon, the presence of four double assembly hooks which together with their receiving counterparts provides a dissociable link with a rigid connection enabling the assembly formed of the end platforms and the rail structure carrying the mechanical equivalent of a body in one piece.

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

The security of the closure is provided 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 pivoted in opening by a non-visible motor mechanism, for example to compressed air, available on the wagon. This automatic locking device 36 acts only on the upper hook. For this purpose, each upper hook of the carrier structure has a recess 38 delimiting an open receiving space at the front. This open receiving space is traversed in the middle part by a transverse rod on which the locking pin 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 downward return 24 having the upper transverse shoulder 25 in each of the ends of which the complementary receiving structures and conformations 33 in hooks are shaped. The wagon includes means for holding the end platforms in their position of absolute or relative origin. In the version shown, it is for example, the longitudinal mechanical connection by the longitudinal connecting element 23 interconnecting at a low level the two end platforms each supported by at least one railway bogie.

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

Thus, the longitudinal connecting element can be made thin in order not to penalize the dimensions of the wagon and the load relative to the rail gauge.

In a first embodiment, represented, this longitudinal connecting element remains projecting outside the floor 7.

According to another embodiment which will be developed hereinafter, it is housed in recess in the longitudinal recess 9 in the form of a tunnel 10 equipping, shaped or shaped in the floor 7 of the carrying railway structure 6.

Because of its length and the small thickness of its section, this longitudinal connecting element 23 has a tendency to bend downwards in its central portion 39. This bending causing a downward overflow can put the assembly out of size, it It is appropriate to recall this element 23 upwards in its central part 39, for example by a simple fixing or a connection in the lower central part of the carrying railway structure 6. Preferably, to gain on the rail gauge, provision is made to house the longitudinal connecting element 23 in a recess 9 in the form of 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 formed in an area of the floor 7 does not interfere with the load. This longitudinal connecting element 23 fulfills its main function of holding the end platforms 2 and 3 in position in their initial position during the loading / unloading maneuvers to ensure the speed and the convenience of the rigid assembly between the plates. end forms and the composite ends 30 of the carrying railway structure in all the positions of the pivot center thereof.

Indeed, the invention aims not only rail 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 portion 39 of this element becomes more complex. An example is shown in FIGS. 10 to 16, however, it suffices to have a central pivot 28 and a means of disengaging the connecting element 23 in the case of a tunnel 10.

In this example, the central portion 39 performs three functions simultaneously, namely that of securing the longitudinal connecting element 23 to the carrying railway structure 6, that of supporting the central pivot center 28 around which moves. the carrier rail structure 6 and finally that with associated means to achieve the release of the longitudinal connecting element 23 of its recessed housing 9 in the form of a tunnel 10 in the floor 7 of the carrying railway structure 6.

It is a complex assembly 40 that can be described as a complex clearance-pivoting assembly 40.

More specifically, and taking as an example the embodiment shown in FIGS. 16, the central portion 39 of the longitudinal connecting element 23 is mounted suspended on the roof of the floor tunnel 10 of the carrying railway structure 6. this effect, a metal leaf spring suspension curved 41 is mounted immobilized abutting each of its ends by three fixed points along which it can move by its longitudinal edges and along a longitudinal central guide slot 42 and 43 existing on both sides of a central median transverse zone.

The crown of this blade leaves free a clearance space 44 located between the arch of the housing 9 in tunnel 10 and the opposite face of said metal suspension plate 41.

This clearance space 44 is occupied by a release motor assembly 45, for example a pneumatic energy comprising a pair of pneumatic bellows 46 and 47 as shown in Figures 14 to 16.. This metal blade 41 of suspension carries through the motor assembly 45 of clearance the central pivot center 28, for example in the form of a pivot block 48 on which is fixed by its central portion the longitudinal connecting element, for example by screws such as 49 and 50, thus forming a complex bonding assembly.

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

Consequently, the structure of the longitudinal connecting element 23 is thin and various sectional shapes are possible, from rectangular section shapes 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 Fig. 17 will be preferred. It is a generally flat shape 52 whose longitudinal edges are shaped as hollow tubes 53 and 54, for example of circular section serving as a channel for the fluids under pressure either directly or as protection and passage spaces for conduits or electrical cables or others. These fluidic or electrical, energy or control connections thus find a suitable longitudinal passage that is not annoying and perfectly integrated. In addition, these longitudinal edges thus shaped provide additional mechanical rigidity to the assembly, thus further reducing the section thickness of the longitudinal connecting member 23 'other conformations with longitudinal folds 55 and 56 or curvature of concave reinforcement are also possible. An example of each of these variants is shown in one of the figures 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 holding the end platforms in position during 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 for the retention of these platforms by an external means existing on the track or along it. and solid with the ground.

The wagon also has a predisposition to the action of an external lifting device and pivoting drive in the form of the bearing track and bearing 29 present on the underside of at least one end of the railway structure 6, a practical embodiment of which is shown in FIG.

This support and rolling track is formed for example in the form of a flat transverse plate 58 reported by solidarisant by welding to the adjacent elements of the chassis of the carrying railway structure. Due to the pivotal nature of the movement of this carrier structure, the track 29 has a generally curved shape for example in an arc whose center is that of the center of central pivoting or other.

Another predisposition of the wagon concerns the maintenance of the end platforms 2 and 3 in longitudinal position but also and simultaneously tilting after the pivoting movement of the carrier structure.

They may be receiving structures on a ground member, 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 pivoted for the loading and unloading phases, before any pivoting movement, the bellows release motor assembly 45 is actuated, which, by swelling and bearing on the roof of the housing 9 in tunnel <B> 10, </ B> force the curved suspension blade 41 to bend further and thus to move away from the tunnel vault. The latter, while bouncing further, travels a distance movement which is sufficient to disengage or extract the longitudinal connecting element 23 from its housing 9 in tunnel 10. The carrying railway structure 6 can then pivot about its pivot center 28 materialized here by the pivot block 48 mounted on the central portion 39 of the longitudinal connecting element 23. When returning the carrier rail structure 6 and after rigid assembly thereof with the end platforms remained in appropriate position due to the presence of the longitudinal connecting element 23, the reverse sequence of movements occurs. The bellows 46 and 47 of the disengagement motor assembly 45 are deflated and the longitudinal connecting element 23 enters its tunnel-shaped housing 9 under the effect of the elastic return force of the metal suspension plate.

According to a variant of the present invention relating to the lifting and the driving means for pivoting driving, the lifting and pivoting movements of the carrying railway structure are generated by an external device, for example a lifting and driving device. pivoting as described below.

The elevation device described below also achieving the lowering of the railway carrying structure, it would be more complete to call it raising-lowering device. In order to avoid heaviness and in the spirit of simplification, only the lifting device for this function will be qualified hereinafter. It also ensures the pivoting drive of the carrying railway structure.

Referring to FIG. 3, a combined lifting and pivoting device 59 is provided for installation on a railway line 60 having two loading and unloading platforms 61 and 62 extending 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 its generality in FIG. 3. Depending on the type of wagon, such as that used for the station shown in FIG. it may be necessary to provide two lifting devices such as 59, one for each end of a railway carrier structure 6. In fact, in the case shown, this carrier 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 pivot center.

For reasons of simplification since the two lifting and pivoting devices 59 are identical, only one device will be described hereinafter.

This device 59 is completed by a plurality of carrier rollers and preferably coaches for example two trains 64 and 65 of three rollers mounted on a platform respectively 61 and 62 and intended to receive, resume and possibly but still to continue to rotate the carrier rail structure 6 by its bottom as soon as cantilever to the dock exceeds a certain limit, this to achieve a good stability and safety of pivoting movements. The rolls of these roll trains 64 and 65 are housed in a recess of the wharf structure as shown in FIG. 3 at a suitable distance from the edge of the wharf. They protrude slightly from the surface of the platform to take up the bottom of the cantilevered support structure on the platform. These rollers 66, preferably motorized, are assemblies each of rotating cylinders of slightly frustoconical shape in order to benefit from differences in circumferential speeds from one end to the other in order to prevent slippage. Their lateral surface is preferably covered with a metal tread strip 67 coming into contact with a bearing and bearing track 29 (FIG. 26) specific to at least one end of the carrying rail structure 6 of the wagon. They comprise an electric motor unit 68 for driving the rotating roller.

As indicated, the carrying rail structures 6 have at at least one of their ends on the underside a flat bearing and rolling track 29, for example in the form of an attached plate or any other embodiment. Due to the pivotal 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 pivoting center of the carrying railway structure 6 as represented in FIG. 26.

Although an embodiment with two lifting devices and pivoting drive has been shown, it must be considered that the invention also relates to embodiments to a single device, for example those having a center of pivoting end or in any off-center place of the wagon.

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

In general, the lifting device and pivoting drive according to the invention is in the form of a mechanical assembly 69 mounted on the railway 60 between the two rails at a location reserved for loading / unloading hereinafter called item 63 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 with respect to the ground. The portion housed in the ground is preferably protected from bad weather and external aggression by a separating plate.

It is also conceivable to mount the mechanical assembly 69 on a mobile carriage along the track in a trench between the tracks of the track.

A removable protection against the weather can also be provided for the upper part for example in the form of a hood (not shown).

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

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 end a motorized unit 74 and 75 formed of motorized rollers 76 and 77 joined to each other 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 passes through the ends of the branches 72 and 73 in a snap-fitted sheath in a reception piece 81 with a V-shaped inlet. Each pivoting articulated support 79 and 80 is connected to the driving rod of an elevating jack respectively 82 and 83 whose body is pivotally mounted about an axis 84 and 85 with deformable bearing on auxiliary supports respectively 86 and 87 formed for example of two parallel clevises such as 88 and 89 giving them an opportunity to absorb lateral deviations.

These lift cylinders 82 and 83 each act in upward thrust on the articulated supports carrying the motorized roller units to cause their simultaneous lift movement.

The motorized rollers 76 and 77 are of the same type as those already described because forming roll trains located on the platform. They each consist of a rotating cylinder 66 covered with a metal tread band 67 of slightly frustoconical shape. They are mounted on a radial longitudinal axis with respect to the center of pivoting of the supporting structure 6 around which the rotation is effected under the effect of an electric drive motor 68. Their arrangement is slightly convergent toward the center of pivoting. of the carrier structure 6 chosen central in our example. This arrangement makes it possible to avoid the risk of transverse shifting during the lifting contact and the pivoting driving movement of this bearing structure 6.

These motorized rollers 76 and 77 are intended to come firstly in vertical thrust contact with the support and running track 29 which is present on the underside of at least one end of the carrying railway structure (FIG. lift under the effect of lift cylinders. After elevation of the carrier structure, their rotation causes the pivoting drive of the carrier rail structure by a driving roll on the bearing track and rolling.

A catch-up mechanism makes it possible to ensure that the motorized rollers 76 and 77 have complete flat contact with the bearing and rolling track 29. This catch-up mechanism is shown schematically 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 near vertical trajectory so as to avoid shifting between each motorized roller and the track at the time of contact and during lifting.

To do this, an example of a 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 elevating cylinders for the end of the caisson and thus for the motorized rollers and this on the portion of trajectory corresponding to the final phase of approach and 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 themselves pivoting about a secondary axis 90.

During the idle stroke, that is to say during the idling thrust of the lifting cylinders before the contact of the motorized rollers with the bearing and rolling track, no significant pushing force acts on those this. The lift cylinders simply elevate the motorized rollers. The casing 70 pivots only about its pivot axis 71 which remains fixed with respect to its original position (FIGS. 28 and 29).

This pivot axis 71 being movable will move forward under the effect of oblique traction by the box subjected to elevation by the cylinders. The described arrangement 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 a quasi-rectilinear segment on the final part of the trajectory (FIGS. 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 noted that all equivalent embodiments in which the lifting means and the rolling means are not combined, that is to say are juxtaposed or separated, are part of the same inventive concept.

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

It is thus possible to add to the pivoting casing an additional function. It may include means for supporting and maintaining the position and position 91 of the corresponding end platform of the wagon during the loading / unloading operations. An illustration of this means is given in Figure 31 in which the upper face of the box 70 comprises a receiving structure and locking 92 V in which is housed blocking the end 93 of the return 94 to the bottom of the body of the plates end forms. The operation comprises the following general phases.

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

The stopping position of the wagon at the intended location corresponds to the positions of the end platforms that must be safeguarded in the case of the immobilization thereof, each from a device located on the track . These devices are actuated if they are independent devices. In the other cases envisaged, the relative positions are maintained automatically by a mechanical connection between the end platforms or by an additional function of the lifting device (s) and pivoting device (s) such as that described above.

the operation (s) of lifting and pivoting is thus carried out. The elevating cylinders are actuated to allow the motorized rollers 76 and 77 to approach the corresponding bearing and bearing track 29 of the end sub-face of the carrying railway structure 6. The motorized rollers 76 and 77 are raised until soft contact and flat with the bearing track and bearing 29 by the play of the catch mechanism. Then follow, after unlocking dissociable assembly links between the carrier structure and the end platforms, the movements. coordinated lifting of the two ends of the carrying railway structure or the only 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 relates to the actual lifting which stops shortly after the separation of the ends between the carrier structure 6 and the receiving conformations of the end platforms, the additional elevation being generally low because there is no obstacle to pivoting on the end platforms.

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

Pivoting is effected until the ends of the carrying railway structure of each end platform are completely disengaged by a pivoting movement of sufficient amplitude for the release of the ends of the carrying railway structure and the oblique positioning of angle sufficient to provide some ease in the 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 take place 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 loading / unloading and at least one section of railway track such as 97 (FIGS. 1 and 2) surrounded by a loop road 98 forming together a railway station. Each section is bordered by at least one platform 95 or 96 and has a useful part on which the loading / unloading operations can be carried out. This useful part is formed of the succession of a predetermined number of loading / unloading stations each corresponding to the loading / unloading location of a car 99, 100,. 101.

Each useful part of each section of track 97 comprises on the ground at least one locator or positioner 102. In the case of a single centralizer, it serves the entire train set. Depending on the particularity of the wagons used, the centraliser or positioner 102 will be unique for the entire train or will be in plurality, that is to say a copy assigned 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 centraliser or positioner 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 elevating movement, the ends 105, 106 of which are provided to engage with a vertical centering pin 107 mounted, for example, central on the underside of the structure. carrier 6 of the wagon. To facilitate the 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 converging symmetrical branches coming along. of the pivot of the centering pin 107. In order to achieve centering, the pivoting arms 103 and 104 are driven in a longitudinal translational movement in opposite directions along each other along slides such as 109, 110 parallel to the railway in and out of a vertical transverse reference plane 111 for loading / unloading maneuvers. The centering swivel arm whose end comes first into contact with the centering pin 107 will push the wagon assembly 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 positioning of the cars appears less important. Therefore, an accuracy in the stopping position of the power unit or an electronic control and braking control system for example from a detection may be sufficient in isolation or in combination with a device complementary to the ground to ensure coincidence sufficient space to allow loading / unloading operations under satisfactory conditions.

The rail train is composed of a plurality of wagons each for carrying a road load. The wagons may be the same or different, but still meet the same general characteristics. The loading / unloading stations 63 are located on locations defined for example by physical limits on the track and on the platforms.

In addition to the possible centraliser or positioner 102, each loading / unloading station 63 is provided with a specific ground equipment cooperating with the corresponding car of the train for the 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 axle 4 and 5 to which it is articulated for transporting haulage. These end platforms 2 and 3 and the conventional associated members provide the technical connection with the preceding wagon or the next wagon and an interface function with the load securing means. The two end platforms 2 and 3 carry at their ends the carrying railway structure 6 of a road load constituting the third essential part of the wagon. This carrier rail structure 6 is pivotally movable back and forth to the loading / unloading platform 95 or 96 and to the wagon after dissociation of the rigidly connected link from its ends to the end platforms 2 and 3. With regard to the other technical characteristics of the wagon, the corresponding descriptive part is referred to above.

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

As already indicated, in order to allow the easy and fast installation of the carrying railway structure 6 on the end platforms 2 and 3 during the closure of the wagon, 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 the movements, jolts and other mechanical disturbances that the wagon or the train may undergo during the 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 lower level than the bottom of the carrier structure a longitudinal connecting element 23 providing the low mechanical connection between the two end platforms.

This longitudinal connecting element 23 remains in place during the loading / unloading maneuvers. I1 thus guarantees the maintenance of the distance between the two end platforms and thus their relative position so that during the return of the carrier structure 6, the assembly-locking of its ends with the end platforms 2 and 3 is carried out quickly and in good conditions without other additional means for example centering.

According to the present invention, it is possible to maintain the presentation and position of the end platforms 2 and 3 by specific ground members, for example those of lifting, or by additional means or providing an additional function provided by a existing device such as the support and holding device referenced 91 shown in Figure 31 mounted on the device for raising 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 devices 59 of the carrying railway structure in view of the pivoting movement thereof between a transport position and an opening position of the wagon.

It has been determined that the use of a single centering means 102 in the middle of the train generates only a range of uncertainty in the rail positions of the order of 20 to 30 cm which is quite acceptable in the the other means used, 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 longitudinal connecting element.

Therefore, the limits of the locations corresponding to the loading / unloading stations can be defined with this tolerance. Each station comprises on the ground a lifting-lowering and pivoting driving means such as 59 at each end of the carrying railway structure such as for example the member as described above or equivalent means. These members are intended to lift the carrier structure 6 by its ends, disassemble the end platforms 2 and 3 and rotate it until it is taken up by the trains 64 and 65 corresponding motorized carrier rollers or not provided at a suitable location in the platform structure 61,62 or 95,96 to allow the extension of the pivoting movement of each end to the corresponding parts facing the platforms bordering the track.

An example of such lifting and lowering devices is described above. Other devices of this type totally autonomous from the point of view of energy with respect to the wagon and possibly mobile along the way are possible.

It is conceivable that the possible centerers can ensure in combination with the ankle 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 rail train arrives on the section of railway as 97 intended for the loading / unloading operations. The motor stops as well as possible for example with respect to a materialized mark allowing the wagon or the various cars 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 actuates the centering device (s) 102. In the case of a train consisting of wagons equipped with a longitudinal mechanical connection 23 between the end platforms 2 and 3, centering only one of the wagons. The unique centering device centers this wagon whose movements are reflected on the intermediate wagons by the hitches. Thus, the position of the neighboring wagons and even those furthest away may change without risk of changing the relative positions between the end platforms 2 and 3.

In the case of wagons without mechanical inter-platform linkage, other centrers 102 are required and may be used in cooperation with individual means for retaining the platforms between them.

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 connecting connection 23. It can these are separate means of immobilization existing between the track and each end platform.

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

The rail structure 6 carrying wagon 1 is raised slightly by an upward thrust at at least one of its ends by the lifting means until separation of its dissociable link of rigid assembly with the end platforms 2 and 3 and technical clearance of the assembly structures and additional lifting up to a minimum distance allowing the pivoting movement in its oblique presentation and allowing the leveling with the receiving structures of the wharf.

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

The pivoting means, for example the motorized load-bearing rollers 66, begin their work of moving the supporting rail structure 6 towards the platform. This one pivots until the arrival of its end on the quay. This end continuing its movement in advance on the platform is taken up by carrying means for example the trains 64 and 65 motorized rollers or not which drive the railway structure into an oblique presentation of loading / unloading with respect to the longitudinal direction of paddle. The movement is stopped by any means adapted for example by coincidence with a marker and the assembly is wedged. The actual loading / unloading can take place.

If the carrier rail structure 6 is loaded, a tractor or a road carrier is presented to the inlet opening thereof in order to remove the 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 the entrance opening of the carrier structure brought by its carrier or tractor or semi-carrier. The whole accesses the inside of the supporting structure and stops at the right place.

 After uncoupling, the tractor or carrier leaves the supporting structure on the opposite side of the entrance and controls the pivoting movements in pivoting back until the carrier structure is aligned with the direction of the car. When the extremities of the railway carrying structure of the wagon are opposite the rigid assembly dissociable connection structures, the lowering is controlled. The rigid connection assembly is performed as well as the locking with the end platforms which are unchanged in position and in presentation with respect to those they occupied at the beginning of operation, and this thanks to the means of retaining or through the longitudinal mechanical connection junction 23. After the locks, the lifting means retract in their rest position, the platforms are optionally released from their holding in position by the ground devices that exist, then we retract centrers used.

 UNLOADING PHASE It runs according to the same sequences as the loading phase, except for the road load that leaves the wagon to the wharf after releasing its stowage links.

Claims (26)

<B> CLAIMS </ B> 1. Rail / road transport system comprising at least one railway station consisting of at least one track (60) and at least one loading or unloading dock (61) or (62) having a series of loading stations / unloading (63), the system comprising wagons (1) obliquely loading / unloading 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 shapes (2) and (3) through at least one severable assembly connection with at least one of the two end platforms (2) or (3) each carried by at least one bogie or axle rail (4) or (5), characterized in that each wagon (1) comprises on the one hand a center of pivoting of the carrying railway structure (6) the road load and on the other hand dissociable bonds of rigid assembly in the assembled and lockable state by which the str The railway carrier body is integral with the end platforms (2) and (3), and each loading / unloading station is equipped on the one hand with at least one additional device for centering the train or one or more cars (1) and on the other hand on the ground and at each loading / unloading location at least one lifting means of the carrying railway structure (6) and at least one means of pivoting drive thereof to lift at least one of its ends (2) or (3) after unlocking its severable connection rigid assembly with at least this end platform (2) or ( 3), to rotate it to the platform (61) or (62) and in that the platform has return and reception means for supporting the ends of the carrier structure (6) in a loading position. oblique unloading with respect to the longitudinal direction of the wagon (1) and the fair e pivoting in the other direction until the closure of the wagon (1), in that the end platforms (2) and (3) are each immobilized by a retaining means in longitudinal position and in front presentation dissociation and in that the rigid connection separable connections between each end of the carrying railway structure (6) and the corresponding end platform (2) or (3) are connections through which all the traction forces pass. and of rolling as well as those related to the loads transported, all this in such a way that all of the motor means used for the loading / unloading operations are external to the wagon (1) and independent thereof from the point of energy. 2. Transport system according to claim 1 characterized in that the center of pivoting is central (28). 3. Transport system according to claim 1 characterized in that the center of pivoting is an end pivot center (26) placed 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 formed by the cooperation of the centering means with the wagon element which is exercised the centering means. 6. Transport system according to any one of claims 1 to 5 characterized in that the lifting means and the pivoting drive means of the carrier rail structure (6) are two separate means together in a single functional unit attached on the ground at at least one of the ends of the carrying railway structure when the wagon (1) is in place in the loading / unloading station (63). 7. Transport system according to any one of claims 1 to 5 characterized in that the lifting means and the pivoting drive means of the carrier rail structure (6) are two combined means 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 elevating jacks (82) and (83) and the pivoting drive means is 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 means and support during the entire opening phase. of the wagon by retaining means existing on the ground. 11. Transport system according to any one of the preceding claims 1 to 7 characterized in that the end platforms (2) and (3) are interconnected by a mechanical linkage coupling. 12. Transport system according to the preceding claim characterized in that the end platforms (2) and (3) are interconnected at the bottom by a rigid mechanical longitudinal connection (23), each time an end is fixed. 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 inner side a falling edge in the projecting ends of which are shaped the receiving structures (16) of rigid assembly. 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 the 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 positions (63) loading / unloading wagons. 18. Transport system according to claim 1 characterized in that the centering means is provided on each loading / unloading station. 19. Transport system according to claim 17 or 18 characterized in that the centering means is a set of two pivoting arms (103) and (104) each mounted on a slide (109) and (110) along the track (60), the end of each arm having an engagement conformation (108) with an ankle (107) in the central part of the underside of the car (1). 20. Transport system according to any one of the preceding claims, characterized in that the links between the carrying railway structure (6) and at least one of the end platforms (2) or (3) are dissociable links d rigid assembly allowing the two components of these links to be one and to behave as a single piece during transport. 21. Transport system according to the preceding claim characterized in that each link dissociable rigid assembly is a latching assembly with locking ends of the carrying railway structure with complementary conformations (16) on the part of the platform end (2) or (3) opposite. 22. A method of loading / unloading a wagon of a railway train consisting of a plurality of wagons (1) for combined rail / road transport at a defined location corresponding to a loading / unloading station (63), characterized in that the train is immobilized in such a way as to place each wagon (1) above a loading / unloading place, at least one wagon is centered in relation to the equipment on the ground by at least one means of centering, the end platforms (2) and (3) are immobilized in their original position on this location, the dissociable assembly links are unlocked, the lifting means are actuated, at least one lift is lifted. end of the carrying railway structure (6) slightly above the level strictly necessary for their release in motion relative to the pivoting movement, the pivoting means are actuated, in that the pivoting of the the carrier rail (6) continues until reception by the existing recovery means on the platform (s) (61) and / or (62) bordering the track (60), in that the pivoting when the angular deflection of the carrier structure (6) is sufficient for the direct access of the road load from the wharf, the road load of the load-bearing railway structure is accessed or exited by external means or by its own means. means, the drive means is actuated in pivoting until the carrier structure is oriented in its assembly position, the lifting means is actuated to lower the carrier structure whose end arms come to exactly the input of the receiving structures due to the holding in position of the latter, the carrier structure (6) is further lowered so that the ends of its arms engage in the receiving structures, one locks the dissociable bonds of rigid assembly, the lifting and lowering means are retracted, the platforms are released from their holding in position and the centering means are retracted. 23. Method according to the preceding claim characterized in that the cars (1) are immobilized by at least one of their end platform (2) or (3). 24. The method of claims 22 and 23 characterized in that the two end platforms are mechanically secured by a mechanical connection (23). 25. Method according to the preceding claim characterized in that it releases from its longitudinal housing (9) the mechanical connection (23) between the end platforms (2) and (3) to allow the pivoting movement of the carrier structure (6) and that it is engaged in its housing (9) at the end of the return pivoting movement. 26. A method according to any one of the preceding claims from 22 to 25, characterized in that the cooperation of the centering means of the wagon is used with the wagon element held for centering, to temporarily form a pivot center used. for the pivoting of the carrying railway structure.