KR20030018003A - System for transporting and skew loading/unloading of cars in a combined railway/road transport railway station and method for using same - Google Patents

Abstract

In a combined rail / road transport system consisting of at least one rail track 60, track platforms 61, 62, and unloading stations 63, each rail car 1 has two end platforms 2. And rail structures 6 for supporting road cargo connected to the end platforms 2,3 by means of detachable and lockable links mounted and rigidly assembled to pivot to the rail car 1. Each station 63 consists of a support structure 6 which can be separated and pivoted towards a track platform 61 or 62 equipped with one or more means for pick-up and accommodation rack 64 or 65. ) Is raised, lowered and pivoted to the ground, and the assembly has means to hold and submit the end platforms 2,3 in place.

The present invention relates to the manufacture of combined rail / road transport equipment.

Description

SYSTEM FOR TRANSPORTATION AND SKEW LOADING / UNLOADING OF CARS IN A COMBINED RAILWAY / ROAD TRANSPORT RAILWAY STATION AND METHOD FOR USING SAME}

The invention also relates to an unloading method using a rail vehicle which collectively forms a series of stations and the means necessary for this.

In particular, the increase in congestion and pollution of highways and intersections by heavy-duty trucks has spurred the development of investigations for alternative solutions.

This provides for long haul rail transport of road vehicles loaded with goods, while short haul transport includes combined rail / road transport, which maintains its conventional form.

In such a system, containers, swap bodies, trailers or vehicles are unloaded from the rail car at the rail station terminal after being loaded into the rail car.

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

One of these is making intersections on the rail, ie their trailer or semi-trailered trucks consist of complete trains driven one by one to a transport location on the entire available surface of the train, even between two rail cars. This solution has a practical and rapid advantage. Unloading is accomplished by driving in the same direction to the opposite end of the train on which the vehicles entered. Vehicles enter the highway system by road. However, this solution has many drawbacks. First, things related to a series of unloading operations must be mentioned. One broken car will shut down the rest of the line. This makes it impossible to unload the vehicle with priority. Moreover, the time required for loading in relation to the line is far longer and cannot be shortened. This also has a major drawback to the transport of tractors which, when separated from a trailer or semi-trailer, can be used for other road hauling. Moreover, the owners of tractors and trailers or semi-trailers are not the same and do not necessarily have the same idea of the advantageous use of such equipment.

Another category of solutions intended for highway containers but also for trailers and semi-trailers are roads by external means from truck platforms where containers, trailers and semi-trailers are entrusted to tractors or trucks loaded on rail cars. It relates to the operation of stacking. These categories use heavy equipment that is expensive to purchase and maintain and consumes a lot of energy. Moreover, this requires specialized workers.

Yet another category of solutions to which the present invention pertains relates to the individual vehicle loading of a road vehicle or merely its trailer or its semi-trailer under its own power or in connection therewith by the driver of the vehicle to be installed.

One solution consists in providing a rail car with a fixed support structure for mechanically connecting two end platforms and supporting a movable floor for supporting road freight.

Such support structures for mechanical links exhibit significantly added thickness compared to the thickness that allows maximum use of the floor facing rail loading gauge.

The general field of the invention includes a rolling railway structure in which rail cars support road freight, which support structures are mounted on two end platforms, each carried by a railway bogie, connected to the platforms. Rail / road transport systems.

In the narrow field of the invention, only rail cars carrying railway structures provided with pivoting movements are considered to represent the prior art. These rail cars result in unloading operations at an oblique position of the support structure such that it is possible to allow road cargo to enter and exit the support structure by its own means or normally associated means by means of proper access and removal of the track platform. Has the advantage of allowing.

Transport systems using this type of rail cars differ depending on whether the ends of the railroad support structure are released from the end platform or both are released simultaneously.

Whereas simultaneous release of both ends provides a significant advantage, in particular those that can allow access or separation of road freight by either end reach from the other; A serious drawback comes from the fact that the end platforms released from the rail structure with mechanical links between them cannot maintain their original position. Indeed, not only the residual forces acting on the end platforms and the reaction forces following from a separate rail carrier from the end platforms, but also the forces originating from the approach or movement of the vehicle in the rail carrier structure are their displacement along the track. Cause. This displacement prevents quick and easy repositioning of the rail carrier structure upon return after unloading.

The present invention provides for the unloading of highway loads over a rail car of a train in the role of a plurality of rail cars, road vehicles, parts of these vehicles, or more particularly in combination rail / road transport, also known as alternative transport. A transport and unloading system consisting of stations for loading / unloading.

1 is a plan view of a terminal in a combined rail / road transport rail / road station comprising a system according to the invention;

2 is a plan view of several unloading stations, rail cars in place;

3 is a simplified schematic perspective view of the installation in the ground without a rail car schematically illustrating the oblique pivot position of the unloading station and rail carrier structure;

4 is a schematic perspective view of a rail car assembly with a support structure at a position away from the vehicle body of the rail car in the form having a central pivot point;

5 is a schematic perspective view of a rail car assembly with a support structure at a position away from the vehicle body of the rail car in the form having an end pivot point;

6 is a general perspective view of a rail car assembly with a support structure in a position away from the body of the rail car corresponding to the embodiment with a longitudinal pivot element between the center pivot point and the two end platforms;

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

8 is a simplified schematic diagram of a rail car with retaining links between end platforms;

9 is a cross-sectional view showing one form of the retaining and linkage mechanism in the retracted position in the floor housing depicting the lower portion of the rail loading gauge;

10 is a plan perspective view from an angle of one embodiment of the present invention with a central pivot point;

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

12 is a perspective view from above of an angle of the central portion of the longitudinal link element corresponding to the embodiment of FIGS. 10 and 11;

13 is a bottom perspective view from an angle of the central portion of the longitudinal link element corresponding to the embodiment of FIGS. 10 and 11;

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

15 and 16 are schematic longitudinal cross-sectional views illustrating the function of a pivot point;

17-19 are schematic cross-sectional views showing another cross-sectional form of the retaining and linking mechanism;

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

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

22 is an enlarged detail view of the locking mechanism of the detachable mounting link of the ends of the rail carrier structure viewed from one side;

23 is an enlarged detail view of the locking mechanism of the detachable mounting link of the ends of the rail carrier structure viewed from the other side;

24 is a perspective view of the elevation mechanism of the present invention as viewed from an angle from above;

25 is a perspective view of a lift mechanism according to the present invention as viewed from an angle from below;

Figure 26 is a perspective view schematically showing the end of the support and travel track mechanism according to the invention and the rail car the electric drive rollers of the device according to the invention enter the lift and travel contacts;

Figures 27 to 30 show various operating phases, Figure 27 in the lower retracted neutral position, Figure 28 in an upward movement without load, Figure 29 in contact with the underside of the rail car, Figure 30 Figures showing the time of upward movement when there is a load;

FIG. 31 is a schematic view corresponding to FIG. 30 showing a retaining mechanism of an end platform mounted to such a mechanism; FIG.

32 and 33 are side and top views showing examples of the centering or positioning mechanism, respectively.

One object of the present invention is to simultaneously meet two main objectives of keeping the end platforms, and therefore the bogies in place, during the unloading operation and maximizing the use of rail loading gauges.

Another object of the present invention is to benefit from the advantage of road loading, which is free of any external or occupied heavy equipment, but which can be moved or moved irrespective of the condition of the energy, ie by means of its own vehicle or normally attached. In carrying out the unloading work.

Another object of the present invention is to be able to individually or selectively unload all rail cars of a train.

Various technical solutions disclose PCT publication 81 02142 in the name of DE 3,234,374 and BEHRENS of TALBOT where the support structure pivots around an end turning point and around a turning point placed in an angular direction with respect to the direction of the train. Already proposed for the movement of the containing platform.

Useful such solutions should have technical and economic advantages over shortcomings, that is, to meet the objectives, while conforming to road and rail regulations.

Therefore, the present invention must simultaneously satisfy the various conditions and requirements relating to the unloading of road freight to or from the rail structures, while giving the most possible convenience for the workers and so within the minimum time, It should also be consistent with the absolute necessity of safety and benefit from this change in mode of transport.

Therefore, various objects may make it clear that it is possible to obtain a combined rail / road transport system having good performance and many advantages.

The present invention has a first object to harmonize road freight with road standards and to fit rail cars carrying this road freight into rail loading gauges. Because of the maximum dimensions allowed by the rail loading gauge and road standards, it is necessary to increase the useful loading height in the rail car. Therefore, the lower part of the rail support structure is placed as low as possible, and this rail support structure is made of thin floors and in any case as thin as possible according to the given mechanical resistance requirements.

Another essential purpose involves the ease and speed of repositioning of the rail support structure after the rail car opening and closing is maneuvered to the point of unloading and parallel loading of the rail cars. The bogies emitted from the link represented by the support structure move in the coupling, in the buffers, in the suspensions and as a result of the presence of residual force in other mechanisms. They also move because of the approach movement to the support structure, the movement and removal from the support structure, or even the collision. This drawback is healed by using a retaining means in the ground to give the end platforms a certain position or by keeping the distance constant between them.

A further object is not to cut into the useful loading volume of the rail car through the presence of means and facilities for manipulating the load and the rail structure supporting the road freight. These means load under a rail car and require an additional riding energy source. Therefore, the road freight is moved by its own means during the unloading operation, and the power actuators required for maneuvering are outside the rail car and powered by an external source. This energy independence between the rail car, the load, the actuator means makes it possible to make the rail car lighter and simplify the energy distribution. Therefore, the power means are arranged on the rail base and on the road freight or its tractor.

Another object is to limit the useful working movement of the lifting means for the rail carrier structure. Indeed, taking into account the size of the weights involved, the running of any additional length of the release means, for example through an ascension, creates a new and much greater force, which translates into additional costs of energy consumption and excess dimensions of the installation.

Therefore, maneuvers with shorter movements are reduced to simple shorter movements only causing moderate acquisition costs, use and maintenance.

According to the contemplated embodiment, after the compensation for the compression of the suspension is done by a short useful movement, the upward movement of the rail carrier structure is carried out in the separation of the links between the rail support structure and the end platforms, for example in the end platform. It is suitable for separation at the ends of the support structure supporting from their housing or at the end platform.

Another further object relates to the dispersion of tensile stresses. These are entirely supported by the links of the support structure to the support structure and the end platforms to avoid the use of additional substructures with high mechanical resistance and additional thickness. The present invention makes use of the support structure to move the tensile stress to the other end of the rail car.

And finally, it is an object of the present invention to arrange the rail cars of a train at a suitable position in relation to the installation of the tracks and the track platform so that the unloading means can be used easily and quickly.

The invention also aims to provide a rail car which is particularly resistant to all forces exerted during use as well as all other forces associated with maneuvering of large loads, such as unloading operations and loads of road vehicles carrying goods.

The present invention also has the object of suggesting a rail carrier structure in which a load enters by means of its own, and this support structure is placed back on the rail car regardless of the conditions of energy by means of support outside the rail car.

The present invention aims at all the above-mentioned objects simultaneously and provides an overall solution which can more effectively and reliably solve the majority of the drawbacks of the prior art.

For this purpose, the present invention provides a combined rail / road transport system consisting of at least one rail track, rail cars and unloading stations, each rail car being mounted and rigid to pivot in two rail platforms and the rail car. A rail support structure for supporting an intersection load connected to the end platform by detachable and lockable links of the assembly, each station being at least one lifting and lowering means, track platform, at ground level at each Means are provided for pivoting the at least one separable support structure pivoting towards the means, wherein the means are provided with means for picking up and receiving the pivot at the track platform so that the pivot is continuous. Maintaining position for the end platform in place by It characterized in that it comprises a means upon.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The present invention relates to a rail car having a pivoting rail carrier structure, and in particular to having a system using this type of special rail car having all its variety which constitutes the object of the similar application referred to herein.

Since it is impossible to specify this in the specification by a simple reference, the following description regarding the present application should be preceded with reference to FIGS. 4 to 23.

The same will be true of other similar applications relating to the lifting and pivoting mechanism of the support structure on the ground, which is embodied in the following description of the invention.

The present invention relates to a combined rail / road transport rail car having a swing point at any location and having a swing rail structure capable of supporting the cargo of the road, also referred to as “alternative transport”. The pivot point may be at the center, end or midpoint.

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 minimum technical support and shortest time.

4 and 5 show two general embodiments of a rail car according to the invention, differing only in the position of the pivot point of the rail carrier structure. These embodiments will be used for the following general description of the invention.

In the present invention, when the end is separated, at least one end is completely separated from the end platform of the rail car, mounted at the pivot point and pivoted, and then reaches an oblique unloading position, and secures between the end platform and the rail carrier structure. In the general idea of the invention having a turning rail structure for supporting the cargo of the road of the combined rail / road transport rail car, which returns to the original condition of the rail car after the reverse turn after quick, easy and reliable assembly to ensure the connection. Including.

A typical rail car 1 has two end platforms 2, 3 supported by one or more bogies or one or more axles 4 or 5. These end platforms 2, 3 are connected to each other by means of rigid assembly links by means of a rail carrier structure 6 which forms one unit at its ends, which links are separable and lockable.

The rail carrier structure 6 has a thin bottom floor 7 with a bottom 8 of other shape, such as having a longitudinal housing 9 that is flat or concave in the form of a tunnel 10. It is made of a container body. The rail carrier structure 6 further comprises two lateral protection walls 11, 12, which are for example defined by upper frame members 13, 14 which are low in height and extend over the container body. Both ends 15 of the upper frame members 13 and 14 are structurally formed and locked in contact with the corresponding end platform or the compensation receptor 16 provided in the receiving structure facing each end platform 2, 3. This structure provides a detachable link with a rigid connection through which all the tensile strength and those caused by the driving motion can be transferred in the connected state. Therefore, the rail car 1 in the connected state forms a structural unit of the same rigidity as the rail car which is integrally formed.

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

According to a preferred embodiment, the floor 7 of the support structure 6 is thin and located 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 portion where such thin floor road freights are not supported, wherein the tunnel has two end platforms 2. A longitudinal link element 23 is fitted which mechanically connects 3) so that these platforms can remain in their original position during the unloading operation.

Tunnel 10 may provide a rigid effect on floor 7 and may provide passages for cables and fluid conduits.

According to a preferred embodiment, the ends 15 of the rail carrier structure 6 are short and engage with the receptors 16 located at the corresponding end platforms, ie near the edge or near the inside of these platforms. .

Preferably, the end platform 2, 3 may have an extension 24 down from the upper part where the locking step 25 is formed on the side facing the inner side of the rail car. Receptors 16, on which the ends 15 of the rail carrier structure 6 are supported, are formed at the ends of this latch 25 which face the ends of the support structure.

The rail carrier structure 6 also has means designed to operate in cooperation with an external lifting and pivoting means under at least one of its entry ends.

In general, the rail car 1 has some kind of means, for example a longitudinal mechanical link element 23, which keeps the end platform in its original position at a distance from each other during movement and maneuver associated with the unloading operation, This makes it easy to return to the exact position at which the joined, locked parts are locked, separated or engaged, so that the support structure 6 can be easily assembled by detachable rigid assembly links.

In the case of the end pivot point 26, the rail carrier structure 6 is permanently connected to one end platform 2 or 3 by an element with pivot function. The platform supports it by mechanical attachment, and the link with the corresponding end of the rail carrier structure is made, for example, of a slewing coupling. It receives a corresponding end of the rail carrier structure at each end. In this case (not shown), the other end is lifted so that the rail carrier structure can be separated from the adjacent end platform and move towards the track platform. In this position, the connection between the end of the rail carrier structure 6 and the corresponding end platform is separable, whereas the connection at the opposite end, i.e. at the end of the pivot point 26, cannot be separated. Have at least one degree of freedom to allow a gradient of (6). For example, they can turn around the transverse axis.

In addition, at the end of the triangular point 27 of the rail carrier structure 6 mounted at the end pivot point 26 (FIG. 5), the pivot can be tilted to enable a gradient of the rail carrier structure for unloading operations. It is possible that a pin or at least one degree of freedom is provided.

For symmetry, in the background of this type of embodiment, it is desirable to have two symmetrical pivot points provided on each of the end platforms, the other being blocked when one is in use.

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 center pivot point 28 (FIG. 4).

The following describes an embodiment with a central turning point 28 having many advantages. Preferably, lifting for the separation or disassembly of the ends of the rail carrier structure is preferably carried out at each end by suitable means external to the rail car, for example by a lifting and turning mechanism (not shown) with lift jacks and vertical movement rollers. Are driven to rise at the same time and then pivot the rail carrier structure towards the unloading track platform. To this end, the structure has an arc shape centered on a pivot point that allows for lifting and pivoting operations by means of flat support and travel tracks 29, for example drive rollers of such a mechanism, under at least one or each of its ends. Has the support and the running track.

The separable link of the rigid connection between the end of the support structure 6 and the end platform 2, 3 can be formed in various ways. Their general function is to connect the rail carrier structure 6 to the end platforms 2, 3 of the rail car so that all tensile strengths and those associated with running 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 safety and the movement of lateral and transverse dynamic couples.

In the following, a dual link is described as a non-limiting example shown in FIGS. 20-23 and provided for a practical embodiment.

In this embodiment, the ends 15 of the upper frame members 13, 14 of the rail carrier structure 6 are extremely short arms, having a hook, which hook has a lower longitudinal edge 17 of the rail car. 18 are also arranged to form 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, such as a double hook, works in coordination with the corresponding mating structure or shape 33 provided to face the end platform 2, 3 to provide a rigid connection by locking or disconnection of such a connection. to provide. The corresponding coupling structure or shape is doubled as shown in the upper receiving and supporting portion 34, which is recessed in the form of a large, U-shaped receiving hook, and also the lower receiving portion 35 in the shape of a hook, respectively. It has a compensating shape to that of the corresponding end of the structure, so that the end hooks 31 and 32 of the rail carrier structure 6 are supported at its receiving surface.

Thus, four double connection hooks are provided for the entirety of the support structure 6 of the rail car, together with their corresponding receptacles to provide a detachable link of a rigid connection, which consists of end platforms and rail carrier structure. Allow units to form monolithic structural equivalents.

The upper hook and its corresponding receiving portion support the vertical load to transfer the tensile stress, while the lower hook and its corresponding receiving portion 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 inwardly curved locking finger 37, which is mounted to swing and closed-actuated by a return spring, for example a rail car. Tilt for opening by a motor mechanism (not shown) using compressed air available at. This automatic locking mechanism 36 acts only on the upper hook. For this purpose, each upper hook of the support structure has a recess 38 which hangs an open receiving space on its front face. This open receiving space passes through its central region by the horizontal axis to which the locking fingers 37 engage.

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 including an upper transverse latch 25 on the inside of the rail car, the hook-shaped compensation receiving structure and the shape ( 33) is formed.

The rail car includes means for maintaining the end platform in an absolute or relative original position. In the embodiment shown, this is, for example, a longitudinal mechanical link by means of a longitudinal mechanical link element 23 connecting two platforms each supported by at least one rail bogie in a low position.

These longitudinal link elements 23 have no main purpose other than mechanically connecting the two end platforms 2, 3 to one another to maintain their initial position during the unloading operation.

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

In the first embodiment, although not shown this longitudinal linking element projects out of the floor 7.

In another embodiment described below, it is housed in a concave longitudinal housing 9 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.

Because of the length and thin thickness of the cross section, this longitudinal link element 23 tends to bend downward at its central part 39. Since this flexibility causes excessive downward bending, which causes the assembly to exceed the rail loading gauge, this element 23 must be bent upside down in its central part 39, which, for example, of the rail carrier structure 6. It can be achieved by simple fixing or linking to the lower central area. 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 also makes it possible to connect compressed fluid conduits and electrical connection cables from one end platform 2 or 3 to the other end platform 2 or 3.

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

This longitudinal link element 23 is provided at the end platform 2 or at unloading maneuver to ensure the speed and convenience of a rigid connection between the end platforms and the composite ends 30 of the rail carrier structure, regardless of the position of the pivot point. 3) performs its basic function of maintaining its initial position.

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

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

As a result, for the present embodiment, the central portion 39 of this element becomes more complicated. An example of this is shown in FIGS. 10 to 16, wherein the means for separating the link element 23 and the central pivot 28 are sufficient in the case of the tunnel 10.

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

This is a complex assembly 40, which may be referred to as a complex split swing assembly 40.

More precisely, according to the embodiment shown in FIGS. 10-16, the central part 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 suspended strip 41 widened 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 at the center transverse intermediate region. It can move along the central longitudinal guide slots 42, 43 located on either side.

The expansion of this 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 the central pivot point 28 in the form of a swing block 48, for example through a separate motor assembly 45, and the longitudinal link element is for example a screw 49. 50 is secured to the swing block at its central cross section 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 forces resulting from the turn impinge on this longitudinal link element 23. Since these are insignificant, the mechanical immunity required for 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 shape of the rectangular cross section 51 shown in FIG. 9, an example is possible from the thin comb teeth or the curved shape shown in FIGS. 17 to 19.

The particular shape shown in FIG. 17 is preferred. This is a common flat shape 52, the longitudinal edge of which is formed in the shape of a hollow tube 53, 54, for example the cross section being used as a passage for directly compressed fluid or for protecting and connecting conduits or electrical cables. Can be used as a space

Thus, such fluid or electrical links for power or control have suitable longitudinal passageways that are completely invisible but fully integrated.

Moreover, this longitudinal edge can 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. Examples of each of these embodiments are shown in one of FIGS. 18 and 19.

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

External Mechanism As an embodiment of the case, the rail car can hold these platforms at at least one of the ends by means of a track or external means present along the track and mounted on the ground.

The rail car may also be provided with external lifting and turning mechanisms in the form of support and travel tracks 29 positioned below at least one end of the rail carrier structure 6, as in the practical embodiment shown in FIG. 30. have.

Such support and travel tracks are formed, for example, in the form of flat transverse plates 58 which are welded to integrate with adjacent elements of the chassis of the rail carrier structure. Because of the nature of the pivoting motion of this support structure, the track 29 has a general curved shape, for example its arc center may be the center of the center pivot point or the center of another point.

Another tendency of the rail car relates to maintaining the end platforms 2, 3 in the longitudinal position at the same time upon locking after the pivoting movement of the support structure.

Receiving structures may be present in the ground element, which work in cooperation with the extension of each end platform.

The operation of the assembly of the present invention is as follows. When the rail carrier structure 6 is about to pivot 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 widened suspension strip 41 is further widened to force it to move away from the ceiling of the tunnel. As the strip becomes wider, it passes through a path far enough to separate or retract the longitudinal link element 23 from the housing 9 of the tunnel 10. The rail carrier structure 6 may then be executed by a pivot block 48 mounted in the central portion 39 of the longitudinal link element 23 to pivot around its pivot point 28.

Upon return of the rail carrier structure 6, after a rigid connection with the end platform while maintaining the proper position of the end platform by the longitudinal link element 23, the reverse order of movement is performed. The bellows 46, 47 of the separating motor assembly 45 contract and the longitudinal link element 23 enters its housing 9 in the form of a tunnel 10 with the effect of the elastic return force of the metal suspension strip.

According to one embodiment of the invention with respect to the lifting and motor means for turning, the lifting and turning movement of the rail carrier structure is carried out by an external mechanism, for example the lifting and turning mechanism as described below.

Since the lifting mechanism described below also lowers the rail carrier structure, it may be more complete to call it the lifting-lowering mechanism. In view of simplicity and avoiding annoying explanations, this function is referred to only as a synergistic mechanism. It also prepares for the turning of the rail carrier structure.

With reference to FIG. 3, a combined raised swing mechanism 59 is provided for installation on a railroad track 60 having two track platforms 61, 62 for unloading on both sides of the track 60. . The instrument 59 is preferably mounted between two rails of the unloading station 63 shown in the form shown in FIG. 3. According to the form of the rail car as used for the station shown in FIG. 3, it has been found necessary to provide two lifting mechanisms 59, one of which is at each end of the rail support structure 6. Is for them. Indeed, in the case shown, this support structure is raised at both ends simultaneously, pivoting around a central pivot point (not shown). It is also possible to turn around one end turning point.

For the purpose of simplicity, since the two lift and swing mechanisms 59 are identical, only one mechanism is described next.

This mechanism 59 is complemented by a group of a number of bearing rollers and preferably two racks 64, 65 of drive rollers, for example two of three rollers on one track platform 61, 62. It is possible to accommodate and pick up, but not necessarily to continue to make the rail carrier structure 6 pivot by its base as soon as the overhang towards the track platform exceeds certain limits to obtain adequate stability and safety of the pivoting motion. Is designed. The rollers of these racks 64, 65 of the rollers are received in grooves in the structure of the track platform as shown in FIG. 3 at an appropriate distance from the edge of the platform. These extend directly above the surface of the track platform to pick up the support structure that suspends the track platform. These rollers 66, in which an electrically driven form is preferred, are each made of a rotating cylinder with a conical shape slightly concave to take advantage of the difference in circumferential speed from one end to the other to avoid slippage. admit. These side surfaces are covered with metal rolling rollers 67 in contact with the support and travel tracks 29 (see FIG. 26) belonging to at least one side of the rail carrier structure 6 of the rail car. These include an electric motor block 68 to drive the rollers and the rotating body.

As indicated, the rail carrier structure 6 has a flat support and running track 29 at at least one of the lower ends, for example in the form of an attachment plate or other embodiment. Because of the swinging nature of the movement, these tracks 29 have a curved shape, the radius of curvature of which is equal to or similar to the distance separating them from the turning point of the rail carrier structure 6 as shown in FIG. 26.

Although an embodiment with two lifting and turning mechanisms is shown, it should be maintained that the present invention relates to an embodiment having one turning point at a position off the end or center of one mechanism, for example a rail car. do.

In this case, the combined lift and swing mechanism is substantially the same or equivalent to that described below, and no other technique is necessary.

Generally speaking, the lifting and turning mechanism according to the invention is a loading assembly 63 which is a mechanical assembly 69 mounted on a track 60 between two rails at the level of the place reserved for unloading, which will be described next. Take the form The bottom portions of this mechanical assembly 69 are housed in a moat suitable for minimizing the height of protrusion of the assembly with respect to the ground. The portion housed in the ground is preferably protected from weather and other exposure by a separate plate.

It is possible to install a mechanical assembly 69 in a moving cart along a track in the moat between the rails of the track.

Removable shields against exposure to the climate may also be prepared in the upper part in the form of a cover (not shown).

The mechanical assembly 69 of the instrument according to the invention is additionally mounted on a retaining base between base plates or rails which provides its mounting on a mechanical footrest and moat. For the purpose of simplicity, this last means is not shown.

On the other hand, the mechanical assembly 69 of the instrument 59 according to the invention consists of a box 70, caisson, which pivots around the horizontal pin 71. The pivot box 70 is divided into two branches 72, 73 or more, each of which is electrically driven consisting of electric drive rollers 76, 77 connected to each other by a common transverse tubular element 78. Support the unit 74 at the end. The electric drive roller 76 or 77 is also supported by segmented rocking supports 79 and 80. The transverse tubular element 78 passes through the branches 72, 73 into the sleeve supported by snapping into the receptacle having a V-shaped opening. Each segmented rocking support 79 or 80 is connected to a push rod of lift jacks 82 and 83, respectively, the body of which is composed of two parallel yokes 88 and 89 which give the ability to absorb lateral deflection. The additional supports 86 and 87 are respectively pivotally mounted around the shafts 84 and 85 with deformable supports.

These lift jacks 82, 83, which act together with upward thrust on the segmented supports, respectively, support the electric drive units for the purpose of causing simultaneous upward movement.

The electrically driven rollers 76, 77 are of the same type as already described because they form a track of rollers located on the track platform. Each of these consists of a rotating cylinder 66 covered with a slightly rolling cone-shaped metal rolling roller 67. These are radially mounted on the longitudinal axis with respect to the pivot point of the support structure 6, and rotation around the support structure takes place under the action of the electric drive motor 68. This instrument concentrates slightly towards the pivot point of the support structure 6 which is selected centrally in our example. Such a mechanism can avoid the risk of lateral displacement during the upward contact and pivoting movements of this support structure 6.

These electrically driven rollers 76, 77 are first designed such that vertical thrust is in contact with the support and travel tracks 29, with the tracks at least one end of the rail carrier structure (FIG. 26) under the action of lift jacks at its bottom surface. This must rise. After the rise of the support structure, their rotation causes the rail carrier structure to pivot by being rolled on the support and travel tracks.

The adjustment mechanism makes it possible to ensure complete flat contact of the support and travel tracks 29 with the electric drive rollers 76, 77. This adjustment mechanism is schematically illustrated by a series of side views illustrating the operation in FIGS. 27 to 30.

In order to prevent permanent wear, it is necessary to ensure the final approach and upward movement along a vertical or similar vertical path to prevent displacement between each electric drive roller and track during the moment of contact and during the ascent.

Exemplary solutions to accomplish this are described below. Other equivalent solutions fall within the scope of the present invention.

According to this embodiment, the pivot pin 71 of the pivot box 70 can move in relation to the position corresponding to the retracted neutral horizontal position of the box. For the end of the box it is possible, in turn, to obtain an approximately vertical path provided by the lift jacks for the electric drive rollers, which is for the cross section of the path corresponding to the final approach and rising phase.

The developed means are as follows.

The pivot pin 71 of the pivot box 70 is mounted at each end, for example on two oscillators, the oscillator itself oscillating around the second axis 90.

During dead travel, ie during the no-load stroke of the lift jack before contact of the support and travel tracks with the electric drive rollers, no significant thrust acts on them. Lift jacks simply raise the electric drive rollers. The box 70 pivots only around its pivot pin 71 which is fixed relative to the original position (see FIGS. 28 and 29).

When this pivot pin 71 is moved, it moves forward under the effect of the oblique traction of the box being raised following the jacks. The described mechanism provides the necessary extension of the geometric lever arm to carry the arc of the path from the last part of the path to a rectangular piece by slight displacement of the pivot pin 71 of the box 70 (see FIGS. 30 and 31). ).

An embodiment of a mechanism has been described in which the lifting means and the traveling means are combined into one and have the same mechanical assembly 69.

It has been found that all equivalent embodiments, in which the lift means and the travel means are not combined, ie in parallel or separated, fall in the same inventive concept.

Combinations of climb and travel movements can also occur. In this case, corresponding embodiments fall within the scope of the invention.

Additional features may be added to the turn box. It may also include support and retaining means in the marking and position 91 of the corresponding end platform of the rail car during the unloading operation. An example of such means is shown in FIG. 31, wherein the top surface of the box 70 is V shaped receiving and locking in which the end 93 of the extension 94 facing the bottom of the body of the end platforms is locked. It has a structure 92.

The work involves the following general phases.

The combined ray / road transport rail car is fixed to a certain tolerance in the position of the unloading station 63, for example for loading purposes.

The stationary position of the rail car in the provided position corresponds to the positions of the end platforms that must be protected from the mechanism located on the track in the case of maneuvering. If these are independent instruments, these instruments work. In another example contemplated, the relative positions are automatically maintained by a mechanical connection between the end platforms or by an additional function of the lift and swing mechanism (s) as described above.

The use of the lift and swing mechanism (s) is as follows. The lift jacks are actuated to allow access of the electric drive rollers 76, 77 towards the corresponding support and travel tracks 29 below the ends of the rail carrier structure 6. The electric drive rollers 76, 77 are raised to a smooth and flat point in contact with the support and travel track 29 by the operation of the adjustment mechanism. Unlocking of the detachable connecting link between the support structure and the end platforms is followed by an equivalent upward movement of the two ends or the corresponding one end of the rail carrier structure.

The upward movement is divided into two parts. The first involves some displacement corresponding to the relaxation of the suspension of the end platforms. The second entails a short stopping rise after separation of the ends between the support structures 6 and the receiving shapes of the end platforms, so that the further rise is generally small since there is no obstacle to turning on the end platforms.

The electrically driven rollers 76, 77 are rail cars in the same pivoting direction until the contact of the corresponding edges of the end of the support structure 6 by the racks 64, 65 of the electrically driven support-traveling means in the track platform. It then rotates by means of its own motor so as to cause the pivoting of the ends of the support structure of the body of the body.

This pivoting continues until complete separation of the ends of the rail carrier structure from each end platform by pivoting the size appropriate for the separation of the ends of the rail carrier structure and oblique positioning at an angle suitable to provide constant ease in loading maneuvering.

Unloading is now taking place. Road freight gains access to the rail carrier structure by its own means of moving it, for example by a tractor for a semi-trailer.

The movement to close the rail car is performed in reverse order.

The invention relates to at least one track platform, for example two track platforms 95 and 96 for unloading, and at least one rail track area 97 surrounded by a looped roadway 98 forming a rail station together. 1 and 2). Each rail area is bounded by at least one track platform 95 or 96 and has a service portion on which unloading operations are performed. This service portion consists of a predetermined number of successive unloading stations each corresponding to the unloading position of one rail car 99, 100, 101.

Each service portion of each rail area 97 has at least one centering or positioning mechanism 102 on the ground. In the case of one centering mechanism, it is used for complete railway trains. Depending on the particular characteristics of the rail cars used, a single centering or positioning mechanism 102 for the complete train, or one unit assigned to multiple, ie a limited number of rail cars, or individual instruments, ie each unloading It is specific to stations 99, 100 and 101.

Examples of centering or positioning mechanism 102 are shown in FIGS. 32 and 33. This type of centering mechanism is installed on the ground. It is made up of two pivoting centering arms 103, 104 which can move in a lifting or lowering movement, and their ends 105, 106 are vertically centered pins 107 centrally mounted under the support structure 6 of the rail car. It is provided to combine with. To facilitate engagement of the centering pin 107, the ends of the turning arms 103, 104 have two converging or semicircular edges 108 and two concentratings coming into position along the pivot of the centering pin 107. It is shaped to coincide with a receiving structure having a fork with symmetric branches. In order to effect centering, the turning arms 103, 104 are longitudinally translated in opposite directions along tracks 109, 110 parallel to the rail track moving away and the transverse up and down reference plane 111 for unloading maneuvers. Do it. The pivot centering arm whose end first contacts the centering pin 107 pushes the rail car unit to the required reference position.

In the case of a rail car with a longitudinal link element 23 between two end platforms 2, 3, centering or positioning of the rail car seems less important. As a result, braking control based on precision or electronic command and sensor detection at the stop position of the rail car, alone or in combination with additional mechanisms on the ground, is sufficient to ensure suitable positioning coordinates to allow unloading operations under satisfactory conditions. Suffice

Railway trains are made of a number of rail cars designed to transport road freight. Rail cars are the same or different, but always fit the same characteristics. Unloading stations 63 are located at locations defined by physical boundaries on the track and on the track platforms.

In addition to the possible centering or positioning mechanisms 102, each unloading station 63 has a specific facility on the ground that works in cooperation with the corresponding rail car of the train for unloading purposes.

The rail car consists of three essential parts. Two end platforms 2, 3 are each supported by at least one bogie or axle 4, 5 which is linked for transport operation. Conventional elements associated with these end platforms 2, 3 provide a technical link to the preceding rail car or the next rail car and to interface with the means of the load of cargo.

The two end platforms 2, 3 support the rail carrier structures 6 of the road freight to the ends, which constitute the third essential part of the rail car. This rail carrier structure 6 is moveable towards the unloading track platform 95 or 96 and by pivoting back and forth towards the rail car after separation of the link with the end and ends of the end platforms 2, 3 having a rigid connection. .

For other technical features of the rail car, the corresponding technology is made by reference.

This rail carrier structure 6, which is supported at each end by the end platforms 2, 3, is installed in each case to be separated therefrom by a simple disconnect maneuver by unlocking-raising. The rail carrier structure 6 has a central pivot point 28, see FIGS. 4 and 6, or an end pivot point 26, FIG. 5 to allow pivotal movement towards the track platform 95, 96 and towards the rail car. ) To swing around.

As already indicated, in order to enable easy and quick stopping of the rail carrier structure 6 on the end platforms 2, 3 upon closing of the rail car, at the relative starting positions prior to the opening of the rail car. It is important to have these platforms at the same distance from each other, which means that all movements, changes and Apply regardless of other mechanical confusion.

To achieve this, the present invention provides a longitudinal link element 23 which implements a low mechanical connection between the two end platforms 2, 3 at a level below the bottom of the support structure.

This longitudinal link element 23 remains in place during the unloading maneuver. Therefore, ensuring the maintenance of the distance between the two end platforms, i.e. their relative position, so that upon return of the support structure 6, the connection-locking of the end platforms 2,3 and their ends is not carried out any further. It occurs under rapid and good conditions without means, for example centering means.

According to the invention, the support shown in FIG. 31 installed by means of a particular element on the ground, for example those for lifting, or by additional means, or for example on an instrument designed to raise the ends of the rail carrier structure. And by providing additional functions assigned to existing instruments, such as retaining mechanism 91, it is possible to fulfill the maintenance of the indication and position of the ends.

In general, each unloading station 63 of the track has at least one, but preferably two lifting and pivoting mechanisms 59 for the rail carrier structure for pivoting between the transport position and the rail car open position.

In the center of the train a single centering means 102 creates an uncertainty in the position of the rail cars in the order of 20 to 30 cm, which means that the maintenance of the relative positions of the two end platforms 2, 3 is a rail car, for example If assured by means supported on the longitudinal link element, it can be fully accommodated in the frame of the other means.

Because of this, the boundaries of the positions corresponding to the unloading stations 63 can be limited to this tolerance. Each station has a rise-down and swing unit 59 at the level of each end of the rail carrier structure as described for example or as equivalent in the ground. These units are provided at an appropriate position in the structure of the track platform 61, 62 or 95, 96 so that the pivoting motion of the respective ends in corresponding portions facing the track platform adjacent to the track can continue. Drive or otherwise support rollers Raise the support structure 6 by its ends and separate it from the end platforms 2, 3 until it is received by the corresponding rack 64, 65, thereby turning it. It is designed to be.

One example of such a rise-down and turn mechanism has been described. Other mechanisms of this type are possible which are completely autonomous from an energy point of view regarding the rail car and can move along the tracks.

In combination with the pins during the unloading operation, it is possible to assume that any centering mechanism can provide the pivot point function for the rail carrier structure.

The function of the rail / road transport system according to the invention is described next.

Loading operation

This is a loading operation based on a rail carrier structure 6 which supports empty or road freight.

This rail train reaches the track area 97 as provided for the unloading operation. The train stops as soon as possible with respect to a physical criterion that can be centered such that the rail car or rail cars are positioned adjacent to the corresponding centering mechanism. The train is stopped and the operator releases the brakes for centering. The operator then operates the centering mechanism 102. In the case of a train consisting of rail cars equipped with a longitudinal link element 23 between the end platforms 2, 3, only one rail cars are centered. The single centering mechanism centers this rail car whose movement passes through the couplings to the intermediate rail cars. Therefore, the position of the closest rail cars and even the furthest rail cars can be changed without the risk of changing the relative position between the end platforms 2, 3.

In the case of rail cars without a mechanical link 23 between the end platforms, other centering mechanisms 102 are required and may be used in cooperation with the individual holding means of the platforms among each other.

The end platforms 2, 3 are then immediately stopped in position or original position by the various chatters initially provided or kept at a distance from each other in the indication by the mechanical link connection 23. Separate stop means may be present between the track and each end platform.

The lift mechanisms or the lift-down and swing mechanisms 59 operate after the instruction to unlock the detachable links of the rigid connection between the rail carrier structures 6 of the rail cars and the corresponding end platforms 2, 3. do.

The rail structure 6 supporting the rail car 1 is capable of pivoting with the end platforms 2, 3 and the oblique marking and the separation of the detachable link of the rigid connection and the leveling of the receiving structures of the track platform. It is slightly raised by upward thrust at at least one of the ends by the lifting means, up to the technical separation of the connecting structure, which is followed by further elevation to the minimum distance possible.

As indicated in accordance with the invention, the magnitude of the rise is slight.

The turning means, for example the electric drive support rollers 66, start a drive operation to move the rail carrier structure 6 towards the track platform. It pivots until its end reaches the track platform. As a result, continuing the forward movement on the track platform is picked up by the support means, for example, racks 64,65 of motorized or otherwise rollers, which racks are inclined unloading indication relative to the longitudinal direction of the train. Drive the rail structure until it reaches The movement is stopped, for example by any suitable means of reaching the reference point, and the assembly is locked in place. Unloading can occur essentially.

When the rail carrier structure 6 is loaded, the tractor or road carrier approaches its inlet opening for the purpose of picking up this road freight without any other external means. If the support structure is empty, it is ready for loading immediately.

The cargo or new road cargo is stopped at the inlet opening of the support structure by its carrier or its tractor or its semi-tractor. The unit enters the inside of the support structure and stops at the upper position. After separation, the tractor or carrier leaves the support structure from the side facing the inlet, and the reverse swing movement is controlled until the support structure is aligned with the direction of the rail car. The lowering is activated when the rail carrier structure of the rail car faces the detachable link structure for a secure connection. The rigid connection link is not only performed but also locks with the end platform which retained the position and indication of the end platforms relative to what the end platform occupies due to the retaining means or longitudinal mechanical link 23. After locking, the lifting means retract to their neutral position, the platforms are released from the holding position by mechanisms on the ground, and in some cases the centering mechanisms used are retracted.

Unloading Task

This occurs in the same order as the loading (loading) operation, except that the road freight leaves the rail car for the track platform after the release of the loading links.

Claims (26)

Consisting of at least one rail track 60, at least one track platform 61 or 62 for unloading with a continuous unloading station 63, comprising rail cars 1 for oblique unloading, each The rail car carries two end platforms (2) via at least one detachable assembly that supports road freight that is mounted to pivot in relation to the direction of the rail car and is connected with at least one of the two end platforms (2) or (3). In a rail / road transport system, consisting of a rail structure supported by 3, each end platform being supported by at least one rail bogie or shaft 4 or 5, Each rail car 1 has a pivot point of the rail carrier structure 6 supporting the road freight on the one hand, and on the other hand the rail carrier structure forms one unit with the end platforms 2, 3. On the one hand, each unloading station is equipped with at least one compensating mechanism for centering the train or one or more rail cars 1, on the other hand, with detachable and lockable links that are rigidly assembled in the assembled state. At least one means for elevating the rail carrier structure 6 at ground level and at the level of the unloading position, and at least one end platform 2 or (for turning) towards the track platform 61 or 62. Is equipped with at least one pivot means which can be lifted by at least one of the ends 2 or 3 after unlocking the detachable link of 3) and the rigid assembly, The track platform pivots the rail car in a different direction until the closing of the rail car 1 by picking up and receiving it for the purpose of supporting the ends of the support structure 6 in an oblique unloading position with respect to the longitudinal direction of the rail car 1. End platforms (2,3) are respectively stopped by means of retaining in the longitudinal position and indicia prior to separation, the end platforms (2) or (3) corresponding to the liver ends of the rail carrier structure (6); Through the detachable links of the rigid assembly between) all tensile strength, travel paths and things related to the cargo are carried, in this way all the drive means used for unloading work are external to the rail car 1 and energy A transport system characterized by independent from the viewpoint. 2. Transport system according to claim 1, characterized in that the pivot point is central (28). 2. Transport system according to claim 1, characterized in that the pivot point is an end pivot point (26) disposed at an end at the end platform (2) or (3). The transport system of claim 1, wherein the pivot point is biased between a central position and an end position. The transport system according to any one of the preceding claims, wherein the pivot point is made in cooperation with the centering means having the elements of the rail car on which the centering means act. The lifting means and the turning means of the rail carrier structure 6 are at least one of the ends of the rail carrier structure when the rail car 1 is in place at the unloading station 63. Transport system, characterized in that there are two distinct means arranged on the ground at one level and on the same functional unit. The lifting means and the turning means of the rail carrier structure 6 are at least one of the ends of the rail carrier structure when the rail car 1 is in place at the unloading station 63. A transport system, characterized in that it is two means combined into one and the same functioning unit (59) installed on the ground at one level. 8. Transport system according to claim 6 or 7, wherein the lifting means has lift jacks (82,83) and the pivoting means have electric drive rollers (76,77). 9. Transport system according to claim 8, characterized in that the lift jacks (82,83) are connected to a pivot support (70) supporting the electric drive rollers (76,77). Transport system according to any of the preceding claims, characterized in that the end platforms (2,3) are stopped in place by the holding and supporting means during the entire phase of the opening of the rail car by the holding means present at ground level. . 8. Transport system according to any one of the preceding claims, characterized in that the end platforms (2,3) are connected to each other by mechanical coupling links. The end platforms 2, 3 are connected to one another in the lower part by means of rigid longitudinal mechanical links 23, in which case the ends of the elements are corresponding end platforms 2 or 3. A transport system, characterized in that it is fixed or connected to the corresponding end of. At least one end platform (2) or (3) is characterized in that it has a downwardly inclined surface on its inner side, and the receiving structure (16) of a rigid connection is formed at its projecting ends. Transport system. The lower end of the downwardly inclined surface of at least one end platform (2) or (3) is provided with a pivot support for supporting the electric drive rollers (76, 77) of the pivot means. A transport system cooperating with a receiving structure. 2. Transport system according to claim 1, characterized in that the receiving means provided at the level of the track platform or track platforms (61, 62) are carrier-roller means for continuing the pivoting movement of the support structure (6). 7. Transport system according to claim 1, characterized in that these carrier-roller means are electric drive rollers (66). 2. Transport system according to claim 1, characterized in that the centering means are unique to the entire train or present at a limited number of unloading stations (63) of rail cars. The transport system of claim 1, wherein a centering means is provided for each unloading station. 19. The method according to claim 17 or 18, wherein the centering means is an assembly having two pivoting arms 103, 104 mounted on the tracks 109, 110, respectively, along the railroad track 60, the ends of each arm being rail car 1 And a shape (108) for engaging with a pin (107) located in the central portion of the bottom of the. The links between any of the preceding claims, wherein the links between the rail carrier structure 6 and the at least one end platform 2 or 3 allow two components of these links to form one unit and upon transport. Transport systems, characterized in that the detachable links of a rigid connection can act as a single part. The method according to claim 1, wherein each separable link of the rigid connection is a coupling assembly with locking of the ends of the rail carrier structure with compensating receptors 16 in opposite portions of the end platform 2 or 3. Transportation system. In the method of unloading the rail car of the rail train consisting of a plurality of rail cars (1) capable of transporting the rail / road combined in a predetermined position corresponding to the unloading station (63), The train is stopped to position each rail car 1 directly above the unloading position, the at least one rail car being centered in relation to the ground installation by at least one centering means, and the end platforms 2,3 In its original position in this position, the detachable assembly links are unlocked, the lifting means are activated, and at least one end of the rail carrier structure 6 is subjected to their release in order to move in relation to the pivoting movement. Slightly raised just above the absolutely required level, the turning means are actuated, and the turning of the rail carrier structure 6 continues and turns until received by the pick-up means in the track platform 61 and / or 62. Is stopped when the angled deflection of the support structure 6 is suitable for the direct access of road freight from the track platform, and the road freight is stopped by external means or By means of its own approach or away from the rail carrier structure, the pivoting means are operated until the support structure is positioned in the assembled position, the lifting means are suitable for lowering the support structure and their end arms are Because of their retention in place, they provide precisely at the entry of the receiving structures, the support structure 6 is lowered so that the ends of the arms engage the receiving structure, the separable links of the rigid assembly are locked, and the lifting and lowering means Wherein the platform is retracted, the platforms are released from being held in place, and the centering means is retracted. Method according to the preceding, characterized in that the rail cars (1) are stopped by at least one end platform (2) or (3). 24. A method according to claim 22 and 23, characterized in that the two end platforms are mechanically fixed by a mechanical link (23). The mechanical link 23 between the end platforms 2, 3 is separated from the longitudinal housing 29 so as to enable the pivoting movement of the support structure 6, which is the return pivot. A method of transport characterized in that it is coupled to its housing (9) at the end of the movement. 26. The method according to any one of the preceding claims 22 to 25, wherein the coordination of the centering means of the rail car with the elements of the rail car held for centering is used temporarily from the point of pivot used to pivot the rail carrier structure. Transportation method characterized in that.