KR100774015B1 - Combined railway/road transport car - Google Patents

Abstract

The present invention relates to a combined rail / road transport railcar capable of unloading cargo. The railcar includes a rail carrier structure 6 for carrying cargo. The rail carrier structure is detachably coupled at the end to the two end platforms 2, 3. The invention is characterized in that a detachable and lockable coupling is made between the rail carrier structure 6 and the end platforms 2, 3 which can transfer all forces. This coupling is achieved through one or more lifting and pivoting mechanisms that work with the support and travel tracks present on the lower end face of the rail carrier structure, and by holding means for holding the end platforms 2, 3 in their initial positions.

Description

Rail / road combination transport and unloading rail car of freight {COMBINED RAILWAY / ROAD TRANSPORT CAR}

The present invention relates to railcars for railway and road (hereinafter rail / road) combination transport, which are called alternative means of transport.

The railcar has a rail carrier structure that is rotatable between the transport point along the longitudinal axis and the oblique loading / unloading point.

Various types of rail / road combination transport railcars are already known. These are types that can be worked or separated through the pivoting of a rail carrier structure suitable for unloading at an angle. That is, the two types of work are possible depending on the direction of the rail car.

These rail carrier structures are mounted to be able to pivot about a central pivot point or to be able to pivot about a pivot point disposed at one end of the rail carrier structure, for example.

However, the rotational play of the rail carrier structure implies that it is limited by the fact that the end of the structure connected to one end platform must always remain the same. This makes it impossible to return the end platform to its original end position, ie to the position before the pivoting operation. When opening or separating between the end of the lane carrier structure and the end platform, movement occurs due to the decompression force of the suspension spring and the shock observer, the force applied during the unloading operation, or the force inherently necessary for the separation

For this reason, the angle of rotational movement is limited, and as a result, the stability, safety and efficiency of the cargo unloading operation are limited.

In addition, the structure manufacturer is faced with the problem of making the floor of the rail carrier structure as close to the ground as possible in order to maximize the use efficiency of the rail car.

As a result, railcars of a type with little space with the ground surface were created.

This manufacturing technology led to a taller cargo loading tower. However, even in this case, the size of road and rail transport vehicles will always be limited.

On the other hand, the railcars are equipped with lifting mechanisms, which take up a certain space. This space is a space that can be usefully used for the structural components, and is used for mounting the lifting tool, even though the space can provide safety in cargo transportation through the positional change of the components.

In addition, the assembly of the rail carrier structure and the end platform should exhibit the properties of a rigid link that can strongly connect the whole. This is to ensure that all towing, transportation and loading operations can be passed through. The assembly should also be able to exhibit ease and speed in its disassembly and also provide closure safety through reliable locking.

As another problem, it should be able to give an accessible space to the periphery when loading. However, in the rail carrier structure according to the prior art, there is a fairly long arm corresponding to the end and this problem is not solved.

Many systems also require rail carrier structure lifting mechanisms having a wide angle. This is to solve the problem of separating the end of the structure from the end platform, or to solve the problem of restitution by the external conveying mechanism as shown in the PCT 9107301 invention filed by "BROWN".

The present invention aims to raise the rail carrier structure as little as possible. This makes it possible to use devices that do not take up much space in an environment that is less disturbed when working. That is, it does not require the use of particularly high performance and expensive devices.

The present invention solves a number of problems of the prior art described above, and is an invention having various advantages in terms of transportation, working, safety, and the technical-economic aspects of rail / road combination transportation.

In order to achieve the above object, the present invention includes two end platforms supported by bogies and a pivotable rail carrier structure detachably coupled at at least one end with the end platform to move cargo. In a rail / road combination transport and unloading railcar of a cargo, the rail carrier structure is installed to be able to reciprocate to and from the railroad platform at an inclination with respect to the longitudinal direction of the railcar when the cargo is unloaded:

The rail carrier structure 6, which is capable of carrying loads, has at least one end connected to the end platforms 2, 3 by means of detachable connections to form a rigid assembly, which, in the combined state for transport Integral with the platform to transmit all forces caused by towing, transport and unloading, and when rotating for unloading, the ends of the end platform 2, 3 can be completely released,

The bottom of the rail carrier structure is arranged in a position subjected to lifting and rotating forces,

Between said end platforms a holding means is provided for maintaining the position of the end platform during unloading operations, said holding means not transmitting static or dynamic forces associated with towing, transport and unloading operations,

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The railcar comprises a pivot point in the longitudinal center line.

Further features and advantages of the invention will be described in more detail in the following illustrated embodiments.

1 is a perspective view schematically showing a rail car assembly with a rail carrier structure away from a vehicle body in a rail car having a central pivot point;

2 is a schematic perspective view of a rail car assembly with the rail carrier structure away from the vehicle body in a rail car of the type having an end pivot point;

3 is a perspective view of a railcar assembly with the lane carrier structure away from the vehicle body in a railcar according to an embodiment having a central pivot point and a longitudinal link element between the two end platforms;

4 is a perspective view from below of one end of a rail carrier structure showing the support and travel track in more detail;

5 is a simplified schematic illustration of a railcar with retaining means between the end platforms;

FIG. 6 is a cross sectional view showing the lower portion of the rail loading gauge, with the retaining and linking mechanism inserted into the concave floor housing; FIG.

7 is a perspective view from an angle of an embodiment of the present invention having a central pivot point;

8 is a perspective view from an angle of the bottom of an embodiment of the invention with a central pivot point;

9 is a perspective view from an angle of the central portion of the longitudinal link element according to the embodiment of FIGS. 7 and 8;

10 is a perspective view from an angle of the bottom of a central portion of the longitudinal link element corresponding to the embodiment of FIGS. 7 and 8;

11 is a schematic cross sectional view of a rail carrier structure and a longitudinal link element;

12 and 13 are schematic longitudinal sectional views showing the function of the pivot point;

14-16 are schematic cross-sectional views showing other cross-sectional shapes of the retaining and linkage mechanism.

17 is a perspective view from below of the mounting link of the rail carrier structure end;

18 is a perspective view from above of the mounting link of the rail carrier structure end;

19 shows a detailed view of the locking mechanism of the detachable mounting link at the end of the rail carrier structure;

20 is a detailed view of the receiving structure of the detachable mounting link of the rail carrier structure end viewed from one side according to another embodiment;

21 is a detail view of a receiving structure of a detachable mounting link of an end of a rail carrier structure viewed from another side according to another embodiment;

The present invention relates to a rail / road combination transport railcar, also referred to as " alternative transport means ", having a pivot rail structure capable of transporting cargo with a pivot point at a predetermined position. The pivot point may be at the center, end or intermediate point.

The overall objective is to position the rail carrier structure at an angle at an appropriate angle so that the unloading operation can be carried out with the least technical support and the shortest time.

 1 and 2 show two general embodiments of the railcar according to the invention, differing only in the position of the pivot point of the rail carrier structure 6. Hereinafter, the present invention will be described in more detail with reference to these examples.

The rotating rail structure supporting the cargo of the rail / road combination transport railcar of the present invention is completely separated by separating at least one end to the end platform of the railcar, and is quick, easy and robust assembling between the end platform and the rail carrier structure. After the connection by, it rotates in the state mounted at the rotation point, moves to an oblique unloading position, and then rotates in the reverse direction to return to the original state of the rail car.

A typical railcar 1 has two end platforms 2, 3 supported by one or more bogies or one or more axles 4, 5. These end platforms 2, 3 are connected to each other by a rail carrier structure 6, the ends of the rail carrier structure 6 being joined by a removable and lockable rigid assembly link to form a unit.

The rail carrier structure 6 is a container body having a flat bottom or a thin bottom floor 7 with a bottom 8 shaped, for example with a concave longitudinal housing 9 in the form of a tunnel 10. . The rail carrier structure 6 further comprises two side guard walls 11, 12, which are formed, for example, of low height and at the top of the upper frame member 13 extending out of the container body. 14 is provided. Both ends 15 of the upper frame member 13, 14 are formed to be locked in contact with the complementary receptor 16 provided in the receiving structure of the corresponding end platform 2, 3, which structure is connected to. The state provides a detachable link that provides a rigid connection through which all tensile and driving stresses can be transferred. Therefore, the railcar 1 in the connected state forms a structural unit of the same rigidity as the railcar integrally formed.

The railcar also has lower longitudinal edges 17 and 18, transverse end decks 19 and 20 and entry ramps 21 and 22.

In a preferred embodiment, the bottom floor 7 of the rail carrier structure 6 is located as thin and as close to the ground as possible. This embodiment can be refined to form a concave housing 9 in the form of a tunnel 10 in a longitudinal central part where the cargo of the thin lower floor is not supported, which has two end platforms 2, A longitudinal link element 23 is inserted which mechanically connects 3). This structure allows the end platforms to remain in place during the unloading operation.

The tunnel 10 provides rigidity to the lower floor 7 and may also provide passages for cables and fluid conduits.

In a preferred embodiment, the end 15 of the rail carrier structure 6 is formed short and engages with the complementary receptor 16 located at the corresponding end platform, ie located at or near the edge of the inside of the platform.

Preferably, the end platform (2, 3) may have an extension (24) extending downward on the side toward the interior of the railcar, the extension (24) is formed with a locking jaw 25 at the top do. Complementary receptors 16, which engage with the end 15 of the rail carrier structure 6, are formed at the end of this latch 25.

The rail carrier structure 6 also has a means designed to cooperate with an external lifting and pivoting mechanism on one or more end lower surfaces of its entry ends.

In general, the railcar 1 has means for keeping the end platforms in place at a distance from each other during movement and maneuver associated with unloading operations, for example mechanical longitudinal link elements 23, which are engaged, locked Easily returned to the correct position at which the parts to be locked, separated or engaged, so that the rail carrier structure 6 can be easily assembled by detachable rigid assembly links.

In the case of the pivot point 26 located at the end, the rail carrier structure 6 is permanently connected to one end platform 2 or 3 by an element having a pivot function. The end platform supports it by mechanical coupling, and the link with the corresponding end of the rail carrier structure consists of, for example, a rotary coupling. The pivotal coupling receives a corresponding end of the rail carrier structure at each end. In this case (not shown), the rail carrier structure is lifted away from the adjacent end platform by the other end and moved towards the track platform. In this position, the connection between the other end of the rail carrier structure 6 and the corresponding end platform is detachable, whereas the connection of the end with the pivot point 26 is not detachable but of the rail carrier structure 6. It has at least one degree of freedom to allow tilt arrangement. For example, they can be rotated around the horizontal axis.

Furthermore, at the end of the converging portion 27 in a triangle of the rail carrier structure 6 mounted at the end pivot point 26 (FIG. 2), it can be inclined to allow the inclined arrangement of the rail carrier structure for unloading operation. It is possible for the pivot pin or at least one degree of freedom to be provided.

For symmetry, in this type of embodiment, it is desirable to have two pivot points arranged symmetrically on each end platform, if one is used the other can be blocked.

In the case of a rail carrier structure having two ends that can be separated at the end platform, it is preferred to have a pivot point 28 (FIG. 1) in the center.

Hereinafter, an embodiment having the pivot point 28 in the center will be described. Preferably, the lifting for separation of the ends of the rail carrier structure is preferably carried out at each end by suitable means external to the railcar, for example by a lifting and rotating mechanism (not shown) with lift jacks and vertical moving rollers. Are driven to rise at the same time, and then rotate the rail carrier structure towards the unloading track platform. To this end, the structure is a circular arc centered on at least one or its respective end, a pivot point centered on a support and travel track 29, for example a lifting and turning operation by means of drive rollers of the lifting and turning mechanism. It has a shaped support and a running track.

The separable link of the rigid connection between the end of the rail carrier structure 6 and the end platform 2, 3 can be formed in various ways. The general function of this link is to connect the rail carrier structure 6 to the end platforms 2, 3 of the railcar so that all tensile and driving-related stresses can be transmitted. Therefore, such rigid construction of separable links must have high safety and reliability as well as high mechanical resistance. As a result, locking is intended to ensure that the connection is secure during the transport.

This detachable link of a rigid connection can be single, double or even multiple to increase the stability and movement of the lateral and transverse dynamic coupling.

In the following, a dual link is described as a non-limiting example provided by the practical embodiment shown in FIGS. 17, 18 and 19.

In the present embodiment, the ends 15 of the upper frame members 13, 14 of the rail carrier structure 6 are structures having hooks as extremely short arms, which hooks have a lower longitudinal edge 17 of the railcar. It is also arranged at the end of 18 and thus forms a short compound end 30 consisting of a double hook of the upper hook 31 and the lower hook 32.

This short composite end 30 with a double hook works in conjunction with the corresponding receiving structure 33 provided to face the end platform 2, 3 to provide a rigid connection by locking or to separate this connection. Make it possible. The corresponding mating structure is doubled, as shown, by the upper receptacle 34 recessed in the form of a thick U-shaped receptacle hook and also the hook-shaped lower receptacle 35, each of which has hooks at the corresponding ends of the rail carrier structure. With a complementary shape of these, the upper hook 31 and the lower hook 32 at the end of the rail carrier structure 6 are supported at each receiving surface.

Thus, the rail carrier structure 6 of the railcar is provided with four double connecting hooks as a whole, which hooks with the corresponding receptacles to provide a detachable link of a rigid connection, which consists of an end platform and a rail carrier structure. It allows the unit to form a structurally identical configuration with the unitary body.

The upper hook and its corresponding receptacle support the vertical load to transfer the tensile stress, and the lower hook and its corresponding receptacle are formed to overcome the vibration torque.

The safety of the locking is provided by an automatic locking mechanism 36 in the form of an internally curved locking finger 37 which is pivotally mounted and closed by a return spring, for example for use in a railcar. It can be rotated and opened by a motor mechanism (not shown) that uses pressurized air. This automatic locking mechanism 36 acts only on the upper hook. To this end, each upper hook of the rail carrier structure has a recess 38 (see FIG. 3) which forms an open receiving space in its front face. This open receiving space has a transverse axis through which the locking finger 37 is coupled passes through its central region.

In the embodiment shown, only one locking mechanism 36 is shown on each end platform 2, 3.

In the illustrated embodiment, each end platform has a bottom-facing extension 24 that includes an upper transverse locking jaw 25 therein, at each end of which a corresponding receiving structure 33 in the shape of a hook is formed. do.

The railcar includes means for maintaining the end platform in an absolute or relative position. In the embodiment shown, the means is a longitudinal connection, for example by a mechanical longitudinal link element 23 which connects, in a low position, two end platforms each supported by one or more rail bogies.

This longitudinal link element 23 has no main purpose other than mechanically connecting the two end platforms 2, 3 to each other to maintain their position during the unloading operation.

Therefore, the longitudinal link element can be formed so as not to negatively affect the size of the load relative to the railcar and the rail loading gauge in the end structure.

In one embodiment (not shown), this longitudinal link element may protrude out of the floor 7.

In another embodiment described below, the longitudinal link element is received in a longitudinal housing 9 which is recessed in the form of a tunnel 10 which is provided with a mold or shaping on the floor 7 of the rail carrier structure 6. .

This longitudinal link element 23 tends to bend downward at its central part 39 because of its length and thin thickness. Since this flexibility causes excessive downward bending, which causes the assembly to exceed the rail loading gauge, the longitudinal link element 23 must be restored to its top at its center 39, for example the rail carrier structure 6. It can be achieved by simply fixing or linking to the lower central area of the. Preferably, in order to maximize the use of the rail loading gauge, the longitudinal link element 23 is received in a concave housing 9 in the form of a central longitudinal tunnel 10 formed in the floor 7 of the rail carrier structure. Is made. This tunnel 10 may also receive compressed fluid conduits and electrical connection cables from one end platform 2 or 3 to the other end platform 2 or 3.

This tunnel 10 should be provided on the floor 7 in an area that does not collide with the load.

This longitudinal link element 23 is provided at the end platform 2 during unloading maneuvering to ensure the speed and convenience of a rigid connection between the end platform and the composite end 30 of the rail carrier structure, regardless of the position of the pivot point. Or 3) to retain its initial position.

In fact, the present invention can be applied not only to a rail carrier structure pivoting at the center, but also to a rail carrier structure pivoting at one end or at one point.

The longitudinal link element 23 performs the second technical function when the pivot pin is at the center. In other words, it supports the pivot point.

As a result, in the present embodiment, the central portion 39 of this element becomes more complicated. One example is shown in FIGS. 7 to 13, in the case of the tunnel 10 it is sufficient to have means for separating the longitudinal link elements 23 and a central pivot point 28.

In the present embodiment, the central portion 39 has three functions: connecting the longitudinal link element 23 to the rail carrier structure, and supporting the central pivot point 28 on which the rail carrier structure 6 rotates. And the function of separating the longitudinal link element 23 from the housing 9 recessed in the form of a tunnel 10 in the floor 7 of the rail carrier structure 6 together with the associated means.

This is a complex assembly, which may be referred to as a complex separation pivot assembly 40.

More specifically, as in the embodiment shown in FIGS. 7 to 13, the central portion 39 of the longitudinal link element 23 is suspended from the ceiling of the floor tunnel 10 of the rail carrier structure 6. . To that end, a metal suspension strip 41 which is expanded for the spring effect is fixed at three anchor points by stoppers at each end, the strip having its longitudinal edge along the anchor point and in the center transverse middle region. It can move along a central longitudinal guide slot 42, 43 located on either side of the.

The expansion of the strip forms a gap 44 between the ceiling of the housing 9 of the tunnel 10 and the opposing face of the metal suspension strip 41.

This clearance space 44 is provided with a separate motor assembly 45, which has a pneumatic energy, for example, including a pair of pneumatic bellows 46,47 shown in FIGS.

This metal suspension strip 41 supports a central pivot point 28, for example in the form of a pivot block 48, via a separate motor assembly 45, with the longitudinal link element being the center of the link by means of screws 49, 50, or the like. Is fixed to the pivot block to form a complex link assembly.

As will be seen below, since the rail carrier structure is supported by the end platforms 2, 3, no unrecognized force during transportation falls short of this center pivot point 28. During the unloading maneuver, only the lateral force due to the rotation impinges on this longitudinal link element 23. Since this force is not so large, the mechanical resistance required at the pivot point 28 and its adjacent elements, and the longitudinal link element 23 is not so high.

As a result, the structure of the longitudinal link element 23 is thin and various cross-sectional shapes are possible. That is, from the rectangular cross-sectional shape 51 shown in FIG. 6, as shown by way of example in FIGS. 14 to 16, a shape having a thin thin rib or a curved shape may have various shapes.

The particular shape shown in FIG. 14 is preferred. This is a common flat shape 52, in which hollow tubes 53, 54 are formed at the longitudinal edge thereof, for example, the cross section being used directly as a passage for compressed fluid or as a space for protecting and connecting conduits or electrical cables. Can be used.

Thus, it is possible to provide suitable longitudinal passages that are fully integrated without being visible for fluid or electrical links for power or control.

This longitudinal edge may also provide additional mechanical rigidity to the assembly, thereby reducing the cross-sectional thickness of the longitudinal link element 23.

Other shapes are also possible having longitudinal folds 55, 56 or concave reinforcement curves 57. Each embodiment is shown in FIGS. 15 and 16.

A configuration is also conceivable in which the longitudinal link element 23 is alleviated by drilling or opening in the state shown.

The end of the longitudinal link element 23 may have a bifurcated branch, for example in the form of a Y. This is for the passage of lifting and rotating mechanisms placed on the tracks. The opening of this end branch can be made to the maximum. When fully open, the ends of the branches are supported at the lower end of the side of the adjacent end platform 2, 3 so as to interact with the detachable link elements or securing elements.

Many other variations are possible. These are all within the scope of the present invention as long as they perform the general function of maintaining the position of the end platforms upon movement of the rail carrier structure during unloading operation.

As an embodiment in the case of an external instrument, the railcar can hold these platforms at at least one of the ends by external means installed on the track or on the ground along the track.

The railcar may also be provided with external lifting and pivoting mechanisms in the form of support and travel tracks 29 positioned at the bottom of at least one end of the rail carrier structure 6, as in the embodiment shown in FIG. 17.

The support and travel tracks are formed, for example, in the form of flat transverse plates 58 welded to integrate with adjacent elements of the chassis of the rail carrier structure. Because of the nature of the rotational movement of the rail carrier structure, the support and travel tracks 29 have a general curved shape, for example the arc center thereof may be the center of the center pivot point or the center of another point.

Another property of the railcar relates to keeping the end platforms 2, 3 in the longitudinal position while the rail carrier structure is pivoting after the upward movement.

Receiving structures, such as, for example, lifting and rotating mechanisms, are present in the element on the ground, which can operate in conjunction with extensions of each end platform.

Due to the various mechanical restraints of the rail carrier structure and in particular due to the variety of sizes of the frame members of the structure, it is not always easy to form the joining of the ends in the form of the receiving structure and the double hook.

In fact, the presence of restraining forces that merely lead to structural imbalances due to machine, temperature or other problems makes the joining task difficult due to the length problem of the rail carrier structure.

The structures shown in FIGS. 20 and 21 and described below or similar may ensure efficient, fast and balanced coupling. This assures mating even in the event of deformation that may occur in normal use.

According to this variant, each receiving structure 33 has a wave-shaped upper part having, for example, a recess 61 and a convex 60 for receiving an end hook of the side frame member of the rail carrier structure 6. It includes a receiving portion (59). The lower end of the receiving structure is formed with a support surface 62 which receives the lower end of the engaging end of the side frame member of the rail carrier structure 6 at the point of contact with the support bearing. The sloped portion of the guide slot 63 is disposed above the support surface 62.

Safety devices are fitted to keep the detachable linkages locked or closed in transit.

This is the locking device 64 shown in FIGS. 20 and 21. This locking device is placed on both sides of the end platform 2 or 3. When vibrations are applied by manual or external mechanisms, the connecting rod 65 is actuated to lock each side simultaneously while ensuring safety. This locking device 64 can be operatively connected to a support device arranged on each side described below.

The presence of the lower support surface 62 increases the play of the coupling unit so that the joining operation is less sensitive to the size deformation of the frame members of the side parts.

To increase the stability and safety of the rotation, side end bearings can be provided on each end cross-section 66. When the rail carrier structure is downward, the end of the structure is in contact with the side bearing bearing. The form takes the form of a converging induction device which arranges the rail carrier structure in the center so that the side portion fixing is made when the rail carrier structure is downward. Retractable or collapsible skids are shown on each end platform. In this case, the sliding material is preferably placed below both ends of the end cross section 66 to avoid the platform moving into the interior of the rail car during the lift and pivot of the rail carrier structure 6.

According to one embodiment, the sliding material may be an air type sliding material having a part that can slide or expand when the pneumatic motor is operated. For example, it may consist of an air skid with a support bellows 67 in a simple or double lobe operating through compressed air supply control.

It is conceivable to combine the operation of the pneumatic sliding material with the end locking-unlocking control of the rail carrier structure 6 via the locking device 64 as shown in FIGS. 20 and 21. This coupling is made via a lever 68 which is connected to the end of the support bellows 67. The lever reacts with the end support 69 through the elastic link 70 and the rigid link 71 to automatically lock and unlock the locking device 64 with the anti-shake finger 72. Unlocking occurs when the support bellows 67 is inflated in the support position.

The operation of the assembly according to the invention is as follows.

When the support bellows 67 is inflated, the locking is released. The lift device is then activated. When the rail carrier structure 6 is about to rotate for unloading operation, immediately before the pivoting movement, the separating motor assembly 45 is operated with the bellows, which expands to contact the ceiling of the housing 9 of the tunnel 10 and The expanded suspension strip 41 is further expanded to force it to move away from the ceiling of the tunnel. As the strip expands further, it passes through a path that is far enough to separate or retract the longitudinal link element 23 from the housing 9 of the tunnel 10. The rail carrier structure 6 released at the locking can then be rotated around the pivot point 28 by a pivot block 48 mounted at the central part 39 of the longitudinal link element 23.

When the rail carrier structure 6 returns, the reverse movement is performed. The bellows 46, 47 of the separation motor assembly 45 contract and the longitudinal link element 23 enters the housing 9 in the form of a tunnel 10 under the effect of the elastic return force of the metal suspension strip.

The structure is lowered with the rail carrier structure 6 positioned at the center and fixed over the side anchoring bearings of the end platform. And the support bellows 67 is retracted. The couplings on each side are then automatically locked.

The lifting and rotating movement of the rail carrier structure 6 is performed by an external mechanism, such as a lifting and rotating mechanism as described in the parallel filed invention by the applicant of the present invention.

Claims (33)

Two end platforms (2,3) supported by the bogie or axles (4,5), which are detachably coupled at least at one end with the end platforms (2,3), for rotational movement A rail carrier structure (6), said rail carrier structure (6) being installed so as to reciprocate in a reciprocating direction onto and onto a railway platform inclined with respect to the longitudinal direction of the railcar upon unloading of the cargo. In the road combination transport and unloading rail car, The rail carrier structure 6 is connected to the end platforms 2, 3 by means of detachable connections to form a rigid assembly, which is produced by towing, transport and unloading in a coupled state for transport. When transmitting all static or dynamic forces, and when disconnected for unloading, the ends of the end platform (2, 3) can be completely released, Between said end platforms (2,3) is provided with holding means for maintaining the position of the end platform (2,3) during unloading operations, said holding means transferring static or dynamic forces associated with towing, transport and unloading operations Do not The rail carrier structure 6 is arranged in a position subjected to lifting and rotating forces, A rail / road combination transport and unloading railcar, characterized in that the railcar has a pivot point 26,28 in the longitudinal center line. 4. A railcar according to claim 1, characterized in that the bottom (8) of the rail carrier structure (6) is arranged in a position subjected to lifting and turning forces. Rail according to claim 1, characterized in that the retaining means for maintaining the position of the end platform (2, 3) is a mechanical lower link connecting the end platform at a lower position. Ka. 4. A railcar according to claim 3, wherein the mechanical lower link is a thin longitudinal link element (23). 5. The railcar according to claim 4, wherein the longitudinal link elements are reinforced with longitudinal edges. 6. 6. The longitudinal edge of the longitudinal link element 23 is defined by hollow tubes 53 and 54, the tubes being used as passages for conduits and cables for the transport of fluids and energy. Rail / road combination transport and unloading railcars. 4. A railcar according to claim 3, wherein the mechanical lower link comprises a pivot point (28) of the rail carrier structure (6) at its central portion. 10. The railcar according to any one of the preceding claims, wherein the rail carrier structure (6) comprises a thin lower floor (7). 10. The railcar according to claim 8, characterized in that a longitudinal link element (23) is arranged below the bottom floor (7) of the rail carrier structure (6). 10. A combination rail / road carriage of cargo according to claim 8, characterized in that the longitudinal link elements 23 are arranged at a position higher than the height of the load supporting the lower floor 7 of the rail carrier structure 6. And rail cars for unloading. 9. The lower floor (7) according to claim 8, wherein the lower floor (7) has a longitudinal housing (9) in the form of a tunnel (10) in the longitudinal central region for receiving a mechanical lower link between the end platforms (2,3). Rail / road combination transport and unloading rail car of the cargo, characterized in that. 9. The rail carrier structure (6) according to claim 8, wherein the rail carrier structure (6) is formed of a container having two side guard walls (11, 12) on the lower floor (7), and an upper frame at the top of the side guard walls (11, 12). Members 13 and 14 are provided, and the end 15 of the upper frame member extends longitudinally to engage the end platform 2, 3. Dragon rail car. 13. The end 15 of the upper frame members 13, 14 of the rail carrier structure 6 is short in length and is complementary arranged on the inner side of the end platform 2,3. A rail / road combination transport and unloading railcar for cargo, characterized by supporting the receiver (16). 14. The end platform (2,3) according to claim 13, wherein the end platform (2, 3) comprises a downward plane on the side facing the interior of the railcar, in which the complementary receiver (16) of the end platform (2, 3) is arranged Rail / road transport and unloading railcars of cargo, characterized in that. 15. A railcar according to claim 14, characterized in that the end (15) of the rail carrier structure (6) is formed by one or more hooks. 15. A railcar according to claim 14, characterized in that the end (15) of the rail carrier structure (6) is formed of a compound double hook of short length. The end 15 of the rail carrier structure 6 has a top hook 31 extending from the upper frame members 13 and 14 and a lower part extending from the lower edge of the rail carrier structure 6. A rail / road combination transport and unloading railcar for cargo, comprising a hook (32). The portion of the end platform (2,3) corresponding to the end (15) of the rail carrier structure (6) is integral with the rail carrier structure (6) and the end platform (2,3). Rail / road combination transport and unloading railcar for cargo, characterized in that it comprises a complementary receiver 16 corresponding to the hook of the end 15 of the rail carrier structure 6 so as to form a rigid bond. . 10. A flat support and travel track (29) according to claim 8, characterized in that it comprises at least one end of the bottom surface (7) of the rail carrier structure (6) at least one end of the bottom surface (8) for flat support and travel tracks for lifting and pivoting drive means. Rail / road combination transport and unloading railcars. 20. The railcar / road transport and unloading railcar of claim 19, wherein the support and travel tracks are in the form of arcs whose centers are located at the pivot points 28 disposed in the center portion. 13. A railcar according to claim 12, characterized in that the ends (15) of the rail carrier structure (6) are in the form of extremely short arms. 22. The rail / road combination transport and unloading arrangement of claim 21, wherein the extremely short arms are hook-shaped extensions of the upper frame members (13, 14) and the lower edge of the rail carrier structure (6). Dragon rail car. 23. The railcar for the combined transport and unloading of cargo according to claim 22, wherein two hook-shaped extensions are provided at each end of the upper frame member and the lower edge. 13. A railcar according to claim 12, characterized in that the end (15) of the rail carrier structure (6) is in the form of an elongated arm. An upper receiving portion (34) and a lower receiving portion (35) are disposed, which are complementarily formed at positions corresponding to the end portions (15) formed by the double hooks of the rail carrier structure (6). The upper receptacle 34 comprises a locking mechanism 36 for rail / road combination transport and unloading railcar for cargo. 26. The locking mechanism (36) according to claim 25, wherein the locking mechanism (36) is formed of a hook shaped locking finger (37) that locks to a corresponding hook of the rail carrier structure (6), the locking finger having automatic unlocking means. Rail / road combination transport and unloading railcars for cargo, characterized by operation through an air mechanism. 15. The railcar according to claim 13, wherein only one receiving portion of the receiving structure portion (33) of the complementary container (16) is formed in a hook shape. 28. A receiving device (33) according to claim 27, wherein said receiving structure portion (33) comprises a wave shaped upper portion having a concave portion (61) and a convex portion (60) and a lower portion of a support surface (62). A rail / road combination transport and unloading railcar for cargo, characterized in that the lower ends of each of the side members of the rail carrier structure 6 touch and form a detachable link. 4. A railcar according to claim 1, characterized in that the end platform (2,3) comprises side supports at the ends of the rail carrier structure (6). The railcar according to claim 1, wherein the end platform (2, 3) of the rail carrier structure (6) comprises extendable support means. 32. A railcar as claimed in claim 30, wherein each support means works with a locking device (64) of a detachable link. 5. The railcar of claim 4, wherein at least one of the ends of the longitudinal link element is formed in the form of a bifurcated branch. 6. 33. The method according to claim 32, wherein the bifurcated branching at one or more of the ends of the longitudinal link element 23 is such that it can be connected to the lateral end of at least one of the end platforms 2,3. Rail / road combination transport and unloading railcars for cargo, characterized in that the opening width.

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