PT1292476E - 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

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

Description

DESCRIPTION

The invention relates to a transport and loading / unloading system consisting of a series of wagons and loading / unloading stations, and a loading and unloading system comprising a plurality of wagons and loading / unloading stations, unloading of road vehicles, parts of these vehicles or more commonly to road loads on the wagons of a train in the context of combined train / route transport also known under the terms of the alternative transport. The invention also relates to a loading / unloading method which uses the succession of stations and wagons which together form the necessary means for this purpose. The congestion of roads and motorways, particularly by heavy vehicles and increased pollution, have led to the development of the search for alternative solutions.

Among these solutions are combined rail / road transport, which provides for long-distance transport of goods-laden road vehicles, while short-distance transport is maintained in its traditional form.

According to this formula, containers, swap bodies, trailers or vehicles are loaded onto the wagons and then unloaded at the terminals of the railway stations. 1/46

As regards material and installations, three major categories of solutions have been proposed.

One is to set up railway motorways, ie whole trains on which trucks lorry attached to their trailer or their semi-trailers run one behind the other to a designated transport location on the whole available surface of the train, including between two wagons. This solution has the advantage of being practical and fast. Unloading is carried out by taxiing the vehicles in the same direction to the opposite end of the train to the one through which the vehicles entered. These then continue along a road to the road network. However, this solution has several drawbacks. Firstly, there are those connected to the load and to the discharge in series. A failed vehicle will block the rest of the queue. You can not load or unload a vehicle on a priority basis. In addition, the duration of the load attached to the array is always large and can not be decreased. This solution also has the major disadvantage of requiring the transport of the tractor which, if it has been separated from its trailer or its semi-trailer, may be used for other road transport. In addition to the owners of tractors and trailers or semi-trailers are not the same and do not have to necessarily have the same idea of monetization of your material.

Another category of solutions, particularly for road containers, but also for trailers and semi-trailers, is the handling of road cargo by external means from a quay where they are abandoned by the tractor or truck to be loaded onto a wagon. This category involves the purchase of 2/46 heavy and expensive equipment that requires maintenance and a lot of energy. In addition they require the presence of a specialized operator.

Yet another category of solutions embodying the present invention relates to the individual loading of the entire vehicle or only of its trailer or its semi-trailer, and more usually of a road car, by its driving power or by that which is related to the help of the driver of the vehicle to which it is connected.

One solution is to provide a wagon with a fixed carrier structure mechanically connected to the two end decks and comprising a movable floor supporting the road load, see U.S. Patent Application No. 3,584,584.

This mechanical carrying structure represents an additional thickness consequent contrary to the imperatives of little thickness that allows to exploit to the maximum the rail template downwards. The general scope of the invention is that of combined rail / road transport systems in which the wagons have a rotating railway structure carrying the road load, this carrier structure is assembled and assembled to the two end platforms each being carried by rail bogie.

Within the strict scope of the invention, only wagons having an animated railway structure of a rotary motion are considered as illustrative of the prior art. The first advantage of these wagons is to allow the loading and unloading operations in the inclined position of the carrier structure and consequently, by means of an adapted access and exit dock, it makes it possible for the road load to enter and leaving the carrier structure by its own means or by those who are normally associated with it.

Transport systems using such wagons differ from those in which the ends of the carrier railway structures may or may not be released from the end platforms and in particular if they can be released from both at the same time.

If the simultaneous release of the two ends brings interesting advantages, in particular to achieve that the road load enters or leaves at one end or the other while a new road load arrives on the other side, serious inconveniences arise because the ends of the freed from the railway structure which ensured the mechanical connection between them, do not retain their original position. In fact, the residual forces applied to the end platforms and the reaction forces caused by the dissociation of the ends of the railway structure carrying the end platforms, as well as the efforts coming from the access or movements of the vehicles on the carrier railway structure, cause it to travel along the road. This displacement is sufficient to prevent the quick and easy placement in its place and to release the carrier railway structure upon its return after loading or unloading. The aim of the present invention is to simultaneously satisfy the two main objectives of maintaining in place the end platforms and therefore the 4/46 bogies during loading and unloading operations and maximizing the use of the rail template. The object of the invention is also to carry out the loading and unloading operations without heavy outer or loaded material in order to take advantage of an energetically independent road load, that is, it can be moved or moved by its own means or by means which are normally connected. The invention also has the object of allowing the individual or selective loading / unloading of all the wagons of the same train. Various technical solutions have already been proposed for the movement of the platform, among which the German Patent Application of TALBOT DE N °. 3234374 and PCT Publication No. 81 02142 in the name of BEHRENS, in which the carrier structure rotates about an end pivot and about a center of rotation in order to be placed in a position inclined with respect to the direction of the train.

In order to be valid, these solutions must present more advantages than technical and economic disadvantages, that is, they must correspond to the goals and objectives established to satisfy the road and rail regulations.

The interesting invention must therefore satisfy both the different conditions and requirements relating to loading and unloading of road loads on or from the railway structures, within a minimum of time and with the greatest convenience possible for operators, while respecting the requirements of safety and profitability in this change of means of transport. 5/46

In this way, different objectives can be formulated that enable a combined rail / road transport system of good performance and with numerous advantages. The invention has as its first objective to admit a road load in the road gauge and to inscribe the wagon that carries this load in the railroad gauge. Due to the maximum dimensions authorized for rail and road jigs, it is necessary to gain a useful height of loading on the wagon. In this way the lower face of the railway carrier structure is placed as low as possible and this railway carrier structure is made with a thin floor, however the finest possible taking into account the imperatives of mechanical resistance.

Another essential objective relates to the simplicity and speed of placement of the railway carrier structure after the opening and closing maneuvers of the wagon during the loading / unloading phases and the individual loading / unloading aspect in parallel to the wagons. Freed from the link that represents the carrier structure, bogies move as there are residual forces on trailers, trailers, suspensions and other devices. They can still move due to access or displacement movements on the elevation of the carrier structure or even from shocks. We compensate for this inconvenience by securing the end decks to a given position by retaining means to the ground or keeping the distance between them at a constant distance. 6/46

A further objective is not to invade the working volume of the wagon load with the presence of means and equipment for handling the load and the railway structure which carries the road load. These means will obstruct the wagon and necessarily attached embedded energy sources. In this way, the road load moves by its own means during the loading and unloading phases and the power actuators required for the maneuvers are outside the wagon and powered by external sources. This energy independence between the wagon, the load and the drive means makes it possible to lighten the wagon and simplify the distribution of energy. This means that the engine means is on the railway infrastructure and on the road load or on its tractor.

Yet another object of the invention is to limit the useful drive path of the lifting means of the carrier railway structure. In fact, due to the importance of the masses in play, the whole additional length of the path of the release means, for example by lifting, again causes much more important efforts which result in an additional cost of energy consumed and an oversizing of the equipment.

In this way, with weaker paths, the maneuvers will be reduced to simple movements of low amplitude, generating only moderate costs of acquisition, operation and maintenance.

According to the method of carrying out the invention, the lifting movement of the carrier railway structure, after having compensated for the compression of the suspensions, follows a useful path of little amplitude, only what is necessary for the dissociation of the connections between the and the end platforms, for example the disengagement of the ends of the carrier structure of its housing in or supported on the end platforms.

Another further object relates to the passage of the tensile stresses. These must be in their entirety supported by the carrier structure and its connections with the end platforms to avoid the use of an additional undercarriage of high mechanical strength which would represent an important overweight and an additional thickness. The present invention uses the carrier structure to transfer the tensile stresses to the other end of the wagon.

Lastly, the invention aims to place the train wagons in the proper position with respect to track and dock equipment so that the loading / unloading means can be readily and quickly put into practice. The purpose of the invention is also to make a wagon particularly strong, not only for all the efforts it has to bear during its operation, but also for all exceptional efforts relating to loading and unloading operations and loading maneuvers such as road haulage vehicles. The invention further aims to propose a carrier rail structure in which the load comes in with its own means, this carrier structure returns to its place on the carriage by a supporting means external to the carriage and wherein the energy is independent of this . The invention simultaneously addresses all the above-mentioned objects and provides an efficient and reliable overall solution which solves most of the drawbacks of the previous embodiments.

Accordingly, the invention relates to a combined rail / road transport system formed of at least one railway, wagons and loading / unloading stations characterized in that each wagon consists of two end platforms and a railway structure carrying one road load rotatably mounted on this wagon and attached to the end platforms with severable and closed connectors with rigid assembly and at each station is equipped with a floor and at the level of each loading / unloading area of at least one lifting and lowering means and at least one rotary drive means of the carrier structure allowing separation and rotation towards the quay, the latter being equipped with re-engagement and receiving means for continuing rotation on the quay, the assembly comprises means for retention in position and in presentation of the platforms of the extremities, position in which they are when the wagon is in a separate state. In the following, further features and advantages of the invention will appear in the description, given by way of example and accompanied by the drawings which represent: Fig. 1 is a plan overview of a terminal of a railway / road combined rail / road transport station in which the system according to the invention is inscribed; Figure 2 is a plan view of several loading / unloading places with the wagons in place; Figure 3 is a simplified schematic and perspective view of a loading / unloading place and its groundless equipment without wagon with schematic illustration of the inclined rotary position of the carrier railway structure; Figure 4 is a schematic perspective view of the assembly of a wagon with a carrier structure in the position separated from the body of the wagon in a version in which the center of rotation is central; Figure 5 is a schematic perspective view of the assembly of a wagon having a carrier structure in the position separated from the wagon body in a version in which the center of rotation is at the end; Figure 6 is a general perspective view of the assembly of a wagon having a carrier structure in the position separated from the wagon body corresponding to a practical embodiment with the central rotation center and longitudinal connecting element between the two end decks; Figure 7 is a perspective view from below of one end of the carrier rail structure in which more particularly shows the bearing and running track; Figure 8 is a simplified and schematic overview of a wagon equipped with a retention connection between the two end decks; Figure 9 is a schematic cross-sectional view showing a shape of the retaining and connecting device in the position concealed in the ground housing with the configuration of the lower part of the rail template; Figure 10 is a simplified view of the top and tilted top perspective assembly in an embodiment of the invention with central rotation in the center; Figure 11 is a simplified view of the bottom and tilted perspective assembly of one embodiment of the invention with the center of the central rotation; Figure 12 is a top perspective view of the inclined detail of the central part of the longitudinal connecting element corresponding to the embodiment of Figures 10 and 11; Figure 13 is a perspective view of the detail inclined from below the central portion of the longitudinal attachment member corresponding to the embodiment of Figures 10 and 11; Figure 14 is a schematic cross-sectional view of the carrier railway structure and the longitudinal connecting element; Figures 15 and 16 are schematic longitudinal cross-sectional views illustrating the operation of the center of rotation; Figures 17 to 19 are schematic longitudinal cuts showing other sectional shapes of the holding and connecting device; Figure 20 is a perspective view of the connection of the assembly to the level of the ends of the carrier structure viewed from below; Figure 21 is a perspective view of the assembly connection at the ends of the carrier rail structure viewed from above; Figure 22 is an enlarged view of the detail of the locking mechanism of the assembly connection separated from the ends of the carrier rail structure seen in the side; Figure 23 is an enlarged detail view of the locking mechanism of the assembly connection spaced from the ends of the carrier frame seen on the other side; Figure 24 is a perspective view of the assembly of the lifting device according to the invention viewed from above and inclined; Figure 25 is a perspective view of the assembly of the hoisting device according to the invention viewed from below and inclined; Figure 26 is a perspective view showing the device according to the invention, the support and taxiing track and schematically the end of the wagon-carrying structure with which it comes in lifting and rolling contact with the motorized cylinders of the device according to the invention; • Figures 27 to 30 are diagrams showing the different operating phases: in the low lying position of the rest (figure 27) lifting movement without load (figure 28) contact with the inside of the wagon (figure 29) lifting movement (FIG. 30) FIG. 31 is a schematic view corresponding to FIG. 30 in which there is shown an end platform retention device installed in this device; FIGS. 32 and 33 are respectively profile views and one half of the embodiment shown in FIG. view from above of an example of a centering or positioning device.

This invention relates to wagons with a rotating carrier railway structure and particularly to a system using a particular wagon of this type with all its variants which are the subject of a parallel patent application which should be referred to herein.

As this descriptive text can not be incorporated with a single reference, the following description will be preceded by the description relating to this presentation with respect to Figures 4 to 23. The same applies to any description relating to another parallel presentation which relates to a in the floor lifting and driving apparatus of the carrier structure which is also incorporated below in the description of the present invention. The present invention relates to railway wagons for combined rail / road transport, also referred to as alternative, with a rotating railway structure carrying the road load, and regardless of the position of the center of the pivot on the wagon. Indeed, it may in fact be central, end or intermediate. The general objective is to be able to carry out loading / unloading operations with a minimum operational and time comfort with the placement of the inclined carrier railway structure with sufficient amplitude.

In figures 4 and 5 two basic variants of the base of the wagon according to the invention are shown, the only difference between them being the position of the center of the pivot of the carrier railway structure. These variants will serve the following general description of the invention by its general means. The invention proceeds from the general inventive idea which consists of a rotating railway structure carrying the road load of a combined rail / road transport wagon to be dismantled from the end platforms of the wagon by at least one of its ends while the same time it is kept mounted on its center of rotation so that after the rotation obtain an inclined loading / unloading position, the ends of this side completely disengaged from the end platform, then after the reverse rotation recover the integrity of the wagon after rapid assembly , easy and secure, ensuring a rigid connection between the end platforms and the carrier rail structure. The typical wagon 1 is composed of two end platforms 2 and 3 supported by one or two bogies or one or more axes 4 or 5. These end platforms 2 and 3 are connected between them by a carrier structure 6 which forms a body with these are terminated by rigid joints, these links being separated and closed. The carrier railway structure 6 is a body in a receptacle formed by a lower ground 7 in particular with a very flat thickness 8 or otherwise shaped for example having a longitudinal housing 9 shrunk in the form of a tunnel 10. The carrier railway structure 6 is still composed of two protective side walls 11 and 12, for example of low height, delimited in the upper part by the upper beams 13 and 14 that extend beyond the body to terminate at the ends as for example, technically shaped so as to be guided therein and lock 15/46 in the complementary receptor conformations 16 provided in the receiving structure in front of the corresponding end platform or in front of each end platform 2 or 3 in order to constitute the assembled state of rigid assembled detachable connection through which all traction efforts and those from the rolling stock. Thus, the wagon 1 in the closed state forms a solid and rigid mechanical assembly identical to that of a single-piece wagon. The carriage further has longitudinal lower edges 17 and 18, two transverse ramps at the ends 19 and 20 and two access ramps 21 and 22.

According to a preferred variant, the floor 7 of the carrier structure 6 is thin and placed as close as possible to the floor. According to an improvement to this variant, this thin floor is formed or constructed to form in the longitudinal central zone where the road load does not carry the tunnel-shaped housing 9 in which is housed a longitudinal connecting element 23 which mechanically connects the two end platforms 2 and 3 to ensure that these two platforms remain in their original position at the time of loading / unloading operations.

This tunnel 10 contributes to a stiffening effect of the floor 7 and allows the passage of the cables and the fluidic conduits.

According to a preferred variant, the ends 15 of the carrier railway structure 6 are short and are mounted on the receiving conformations 16 situated on the end platforms in the forward edge 16/46 or in the vicinity of the inner side limit of these platforms.

Preferably, the end platforms 2 and 3 may present on their face towards the inside of the wagon a return 24 facing downwards on the top from which a collar 25 is formed. The receiving structures 16 on which the ends 15 of the carrier railway structure 6 are formed at the ends of these flanges 25 in front of the ends of the carrier structure. The carrier rail structure 6 further has, on its inner face at least one of its access ends, a means for cooperating with an external lifting and rotary drive means.

In general, the car 1 has any means of retaining the end platforms in their original position spaced from one another at the time of movements and maneuvers relating to the loading / unloading operations, for example the longitudinal member 23 of the mechanical link , to allow the carrier structure 6 to be easily assembled with the detachable rigid assembly connections easily returning to the exact position of attachment, stop or engagement of the parts to be assembled and locked.

In the case where the center of rotation is at the end 26, the carrier railway structure 6 is permanently connected to a single end platform 2 or 3 by a pivotable member. This is achieved by means of the mechanical fastenings and the connections with the corresponding ends of the carrier railway structure, for example by means of a rotating coupling latch 17/46. The latter receives each of its ends at the corresponding end of the carrier railway structure. In this case not shown, the carrier railway structure is raised by its other end in order to separate it from the platform of the adjacent end and its movement on the quay. At this level, the connections between the ends of the carrier railway structure 6 and the corresponding end platform are separable while on the opposite side, i.e. that of the center of rotation 26, the same connections are inseparable but provided with at least a degree of freedom to allow the inclination of the carrier railway structure 6. They may for example be provided rotatable about a transverse axis.

The ends of the carrier railway structure 6 may furthermore be provided converging to a triangular tip 27 mounted on the center of rotation of the end 26 (Fig. 5) with a tiltable axis of rotation or with a degree of freedom allowing a possible inclination of the structure during loading / unloading operations.

For reasons of symmetry, within the scope of this variant, it may seem desirable to have two symmetrical centers of rotation, one on each of the end platforms, one of which would be locked when the other is in service.

In the case of a carrier railway structure the two separable ends of the end platforms, a central rotating center 28 (Figure 4) is preferable. 18/46 Next, the variant with central center of rotation 28 will be described because this is the one with the most advantages. The raising or disassembling of the ends of the carrier structure is preferably effected simultaneously at the level of each end by any suitable means, preferably external to the wagon, for example a lifting and rotary drive device, not shown, with jacks and vertically movable and motorized cylinders for raising and then guiding the rotating carrier rail structure to the loading / unloading dock. Accordingly, this structure will have on its inner face at the level of at least one or at each of its ends a flat, circular arcuate bearing and running track 29, centered about the center of rotation, so that the motorized cylinders of this the lifting and actuating work.

The separable connections of the rigid assembly between the ends of the carrier structure 6 and the end platforms 2 and 3 can be realized in different ways. Its general function is to enable the carrier railway structure 6 to form a body with the platforms of the wagon ends 2 and 3 so that all the tensile forces and those connected to the rolling pass through these platforms. In this way, these separable rigid joining connections must not only have high mechanical strength but also great safety and reliability. Therefore a lock has been provided to ensure the maintenance of the closed state during transport. 19/46

These separable connections of the rigid assembly can be single or double or even multiple to increase the safety and the behavior of the lateral and transverse dynamic couplings. A double connection as shown in Figures 20 to 23 will be described by way of non-limiting example and as is for practical use.

In this embodiment the ends 15 of the top beams 13 and 14 of the carrier rail structure 6 are extremely short arms called ends which are formed in hook structures as well as those installed at the end of the lower longitudinal edges 17 and 18 of the wagon thereby forming always a short, double-ended composite end 30 with a top 31 and the bottom one 32.

These short, composite ends 30 such as double hooks cooperate to obtain a rigid locking assembly or an opening disassembly of these detachable connections with complementary structures or conformations 33 provided forwardly on the end platforms 2 and 3. It may be treated as represented by hollow upper receiving and fastening parts 34 in the form of a large thickness and U-shaped receiving hook folded with a lower receiving part 35, also on a hook, which together form a double hook in two planes each being complementary to that one end in front of the carrier structure and onto the receiving surfaces which have the end hooks 31 and 32 of the carrier structure 6. 20/46

Therefore we can distinguish in the entirety of the carrier structure 6 from the wagon the presence of four double assembly hooks which guarantee with their receiving homologues a separable connection of rigid assembly that allows the assembly formed by the end platforms and the railway structure to constitute the equivalent to a one-piece body.

The upper hooks and their receiving structure support the vertical load and transmit the tensile stresses while the lower hooks and their receiving structures are intended to overcome the balancing coupling. The safety of the closure is ensured by an automatic locking device 36 in the form of a curved locking finger 37 pivotally mounted and actuated in closing by a return spring and oscillating in opening by a non-visible motor mechanism, for example the compressed air, available on the wagon. This automatic locking device 36 acts only on the upper hook. Accordingly, each upper hook of the carrier structure has a hollow 38 delimiting an open receiving space in the front part. This open receiving space is crossed in the medial part by a transverse axis on which the locking finger 37 is mounted.

In the variant shown there is only one locking device 36 on each of the end platforms 2 or 3.

In the illustrated embodiment, each of the end platforms on the inner side of the wagon is the downward return 24 which comprises the upper transverse rim 25 at each end at which the complementary receiving structures and conformations 33 are formed in hooks. The carriage comprises means for holding the end platforms in their absolute or relative position. In the depicted version, there is for example a longitudinal mechanical connection with the longitudinal connecting element 23 which connects to each other at a low level the two end platforms each supported by at least one railway bogie.

This longitudinal connecting member 23 has no other main object than that of mechanically connecting the two end platforms 2 and 3 together to maintain them in their initial position during the loading and unloading phases.

Thus, the longitudinal connecting member can be made thin to avoid penalizing the dimensions of the wagon and the load relative to the rail template.

In a first embodiment, not shown, this longitudinal connecting element is held protruding on the exterior of the floor 7.

According to another embodiment which will be further developed, it fits into the longitudinally recessed housing 9 in the form of a tunnel 10 equipped, formed or formed in the floor 7 of the carrier structure 6. 22/46

Because of its length and the small thickness of its section, this longitudinal connecting member 23 tends to bend downwardly at its central portion 39. This flexing causes a downward protrusion that can put the assembly out of the template, this element 23 upwards in its central part 39, for example by a simple fastening or a connection in the lower central part of the carrier railway structure 6. Preferably, in order to extend over the rail jig, it was provided to accommodate the longitudinal element of connection 23 in a longitudinally-shaped central tunnel-shaped housing 9 formed in the floor 7 of the carrier railway structure. This tunnel 10 also allows the passage of the fluid conduits to the pressure and the electrical connection cables from one end platform 2 or 3 to the other.

It should be noted that this tunnel 10 is installed in a zone of the floor 7 that does not interfere with the load.

This longitudinal connecting element 23 has as its main function the retention in position of the end platforms 2 and 3 in their initial position at the time of the loading / unloading maneuvers to ensure the speed and convenience of the rigid assembly between the end platforms and the composite ends 30 of the carrier structure in all positions of its center of rotation.

In fact, the aim of the invention is not only the rotating railway structures around its center but also around one of its ends or somewhere. The longitudinal member of the connection 23 has a second technical function when the axis of rotation is central. This function is to support the center of rotation.

Thus, for this type of variant, the central portion 39 of this element will have to be more complex. An example of this is shown in figures 10 to 16, however, a central pivot 28 and a means for disengaging the connecting element 23 are sufficient in the case of a tunnel 10.

In this example, the central part 39 has three simultaneous functions, the first is to ensure the attachment of the longitudinal connecting element 23 to the carrier railway structure 6, the second to support the center of the central rotation 28 around which the railway structure the carrier 6 is moved and finally to the associated means of disengaging the longitudinal connecting element 23 from its intended housing 9 retracted in the form of a tunnel 10 on the floor 7 of the carrier railway structure 6.

It is a complex assembly 40 that can be qualified as a complex rotational disengagement assembly 40.

More specifically, and taking as an example the embodiment shown in Figures 10 to 16, the central portion 39 of the longitudinal connecting element 23 is mounted suspended over the vault of the tunnel 10 of the floor of the carrier rail 6. Accordingly a metal blade 41 of the spring-biased suspension is mounted fixed to the retaining top at each of its ends by three fixed points along which it can move along its longitudinal edges and along a central longitudinal guide groove 42 and 43 in the two parts of a transverse median central zone. The bulging of this blade leaves a displacement space 44 located between the housing dome 9 in the tunnel 10 and the face in front of said metal suspension blade 41 free.

This displacement space 44 is occupied by a disengaging motor assembly 45 for example of pneumatic power comprising a pair of pneumatic bellows 46 and 47 as shown in Figures 14 to 16.

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

As will be seen below, over this central rotating center 28 during transportation no sensitive force is exerted due to the maintenance of the carrier railway structure by the end platforms 2 and 3. During the loading / unloading maneuvers, on this longitudinal connecting element 23 only the lateral forces from the pivot are exerted. If these are not consistent, the mechanical strength of the center of rotation 28 and the neighboring elements as well as that of the longitudinal connecting element 23 are not necessarily significant.

Accordingly, the structure of the longitudinal connecting element 23 is thin and a number of cross-sectional shapes are possible, from the rectangular shaped shapes 51 such as that shown in Figure 9, to the fluted or folded fine shapes of which some examples are shown in Figures 17 to 19. The particular shape shown in Figure 17 will be preferred. These are generally planar 52 whose longitudinal edges are formed in hollow tubes 53 and 54, for example with circular cross-section, which serve to channel the fluids under pressure either directly, or as spaces for protection and passage of the conduits or electrical or other cables.

These fluidic or electrical, energy or control connections thus find a suitable longitudinal passage not disturbing and perfectly integrated.

In addition to these longitudinal edges shaped in this way provide a mechanical stiffness supplement to the assembly, thus allowing to further decrease the thickness of the section of the longitudinal connecting element 23.

Other conformations of longitudinal folds 55 and 56 or concave reinforcing curvature 57 are likewise possible. An example of each of these variants is shown in Figures 18 and 19.

Many other embodiments are possible. They all fall within the scope of protection of the invention in that they fulfill the general function of retaining the end platforms during the movements of the carrier structure during the loading and unloading phases. As a variant in the case of an external device, the wagon has at least one of its ends a predisposition to the retention of these platforms by an external means existing on or in the track and integral with the ground. The wagon also comprises a predisposition to the action of an outer lifting and driving device rotating in the form of the bearing and running track 29 present on the inner face with at least one end of the carrier railway structure 6, a practical example of which is shown in figure 30.

This support and running track is for example realized in the form of a flat transverse plate 58 integrally joined by welding to the adjacent elements of the chassis of the carrier railway structure. Due to the rotational nature of the movement of this carrier structure, the track 29 has a generally curved shape, for example in a circle arc whose center is the center of rotation or other.

Another wagon predisposition refers to the maintenance of the end platforms 2 and 3 in the longitudinal position but also and simultaneously in balancing after the rotating movement of the carrier structure.

These may be reception structures present on an organ in the ground, the latter cooperating with the return of each end platform. The operation of the whole of the invention is as follows. When the carrier railway structure 6 is arranged to rotate to the loading and unloading stages, prior to any rotational movement, the motor assembly 45 is actuated to disengage the bellows which when inflated and bearing on the of the housing 9 in tunnel 10, force the bulged suspension blade 41 to bulge further and therefore away from the tunnel vault. This due to a larger bulge carries out a withdrawal path which is sufficient to disengage or withdraw the longitudinal connecting element 23 from its housing 9 in tunnel 10. The carrier railway structure 6 can then rotate about its center of rotation 28 embodied here by the pivot block 48 mounted on the central portion 39 of the longitudinal connecting element 23.

During the return of the carrier railway structure 6 and after a rigid assembly thereof with the end platforms holding in the proper position due to the presence of the longitudinal connecting element 23, the reverse sequence of the movements is produced. The bellows 46 and 47 of the disengaging motor assembly 45 lose air and the longitudinal connecting element 23 in its tunnel-shaped housing 9 under the effect of the resilient pulling force of the metal sheet of suspension.

According to a variant of the present invention comprising the hoisting and the rotary drive means, the lifting and rotational movements of the carrier railway structure are generated by an external device, for example a lifting and rotary drive device as below described. The lifting device described below which also carries out the descent of the carrier railway structure will become more complete with the name of lift-lower device. In order to avoid being heavy and with an idea of simplification, we will limit ourselves to 28/46 to denominate it as the following only as lifting device for this function. This device ensures the rotary drive of the carrier railway structure.

Referring to figure 3, the combined lifting and rotary drive device 59 is provided to be installed on a rail 60 with two loading / unloading limbs 61 and 62 from one side of the track 60. The device 59 is preferably mounted between the two rails of a loading / unloading station 63 shown in its entirety in figure 3. According to the type of wagon, such as that used for the station shown in figure 3, it may be necessary to provide two devices such as 59, one for each of the ends of a railway carrier structure 6. Indeed, in the case shown, this carrier structure is raised simultaneously by its two ends and rotated about a center pivot center not shown. It may also be a rotation about a center of rotation of the end.

For the sake of simplicity given that the two rotary lifting and driving devices 59 are identical, only one device will be described in the following.

This device 59 is completed by a series of several carrier rollers and preferably rollers, for example two three-cylinder trains 64 and 65, respectively, installed on a landing stage, respectively, 61 and 62, and intended to receive, retrieve and possibly even if not necessarily to continue rolling the carrier rail structure 6 by its bottom when its spring support arm protrudes within a certain limit, 29/46 in order to achieve a good stability and safety of the rotational movements. The cylinders of these trains 64 and 65 of the cylinders are housed in a hollow of the structure of the quay as shown in Figure 3 at a suitable distance from the edge of the quay. These protrude slightly from the surface of the quay to recover the bottom of the carrier structure with the support arm on the quay. These preferably motorized cylinders 66 are assemblies each formed by a cylinder rotating in a slightly frustoconical shape to benefit from the differences in circumferential speeds from one end to the other in order to prevent slipping. Its side surface is preferably covered by a metal strip 67 which comes into contact with a support and taxiway 29 (Fig. 26) which is attached to at least one end of the railway structure 6 of the wagon. These comprise an electric motor block 68 for driving the rotating cylinder.

As shown, the carrier railway structures 6 have at least one of their internal face ends a flat support and running track 29, for example in the form of a lay-up plate or any other embodiment. Due to the rotational nature of the movement, these tracks 29 have a generally curved shape whose radius of curvature is identical or approaching the distance of the separation of the center of rotation of the carrier railway structure 6 as represented in figure 26.

Although one embodiment of two lifting and rotary drive devices has been shown, it should be considered that the invention also relates to embodiments of a single device, for example those having a center of rotation at the end or anywhere off-center of the wagon. In this case, the combined lifting and rotary drive device is substantially the same or equivalent to that which will be described below and consequently no further description is required.

In general, the lifting and rotary drive device according to the invention is in the form of a mechanical assembly 69 mounted on the rail 60 between the two rails at the level of the place reserved for loading / loading / unloading. The lower parts of this mechanical assembly 69 are housed in a pit adapted so that the height of the protrusion representing this assembly is in relation to the minimum ground. The part housed in the ground is preferably protected by a weathering plate and external aggressions.

The assembly of the mechanical assembly 69 may also be considered in a moving carriage along the track in a trench between the track rails.

A movable protection against weathering can also be provided for the upper part for example in the form of a cover (not shown). The mechanical assembly 69 of the device according to the invention is also mounted on a base plate securing the mechanical seat and its mounting on the gap or on a maintenance support between the rails. For reasons of simplification, the latter means are not represented. The mechanical assembly 69 of the device 59 according to the invention is composed of a part of a rotary carton 70 about a horizontal axis 71. The rotary carton 70 is divided into two arms 72 and 73 or more, having each in the end a motor unit 74 and 75 formed by motorized cylinders 76 and 77 joined together by a common transverse tubular member 78. Each motorized cylinder 76 or 77 is also carried by a hinged oscillating support 79 and 80. The transverse tubular member 78 crosses the end of the arms 72 and 73 in a locking sleeve supported on an introduction piece 81 with a V-shaped profile. Each swinging support 79 and 80 is attached to a drive shaft of a lifting jack 82 and 83, respectively. is mounted rotatably about a support axis 84 and 85 of deformable support on adjacent supports respectively 86 and 87 formed for example by two parallel reinforcements such as 8 8 and 89 which gives them the possibility of absorbing lateral deviations.

Each of these lifting jacks 82 and 83 acts with vertical traction on the hinged supports comprising the motorized roller units in order to cause their simultaneous lifting movement.

The motorized cylinders 76 and 77 are of the same type as those which have been described to form forming the roller trains located on the quay. Each is constituted by a rotating cylinder 66 covered with a slightly tapered conical metal strip 67. These are mounted on a longitudinal axis radially relative to the center of rotation of the carrier structure 6 around which the rotation is effected under the effect of an electric drive motor 68. The arrangement thereof is slightly convergent towards the center of rotation of the carrier structure 6 which in our example was selected the central rotation. This arrangement makes it possible to avoid the risk of transverse sliding during the lifting contact and the rotary drive movement of this carrier structure 6.

These motorized cylinders 76 and 77 are firstly intended to be arranged in vertical traction contact with the bearing and running track 29 which has on the inner face at least one end of the carrier railway structure (Fig. 26) for lifting it under the lifting jacks. After raising the carrier structure, during its rotation this causes the rotating drive of the carrier railway structure by a drive running on the support and running track.

A retrieval mechanism allows to ensure the motorized cylinders 76 and 77 a complete flat contact with the support and running track 29. This retrieval mechanism is represented schematically by a succession of profile views illustrating their operation in Figures 27 to 30 .

To prevent premature wear, it was necessary to ensure a last approaching movement and a lifting movement according to a vertical or near vertical trajectory so as to avoid sliding between each motorized cylinder and the runway during contact and elevation. An example is described below with a solution to avoid such wear. Other equivalent solutions are within the scope of the invention.

According to this variant, the axis of rotation 71 of the rotary carton 70 is displaceable relative to its initial position corresponding to the horizontal hidden position of rest of the carton. Their displacement allows to obtain an approximately vertical trajectory provided by the lifting jacks for the end of the carton and therefore for the motorized cylinders and this on the part of the trajectory corresponding to the final phase of approach and of elevation.

The means provided are as follows. The rotary axis 71 of the rotary carton 70 is for example mounted at each of its ends on two rods also oscillating about a secondary axis 90.

When the dead track, ie during the draw-up of the lifting jacks before the motor cylinders contact with the support and running lane, no significant tensile stress is exerted on them. Lifting jacks simply lift motorized cylinders. The carton 70 only rotates about its pivot axis 71 which is held fixed relative to the home position (Figures 28 and 29).

This rotating pivot axis 71 will move forward with the effect of the traction inclined by the carton subjected to elevation by the jacks. The described combination ensures by means of the weak displacement of the rotary axis 71 of the carton 70 the necessary widening of the arm of the geometrical lever to transform the circular arc of trajectory into a nearly rectilinear segment 34/46 on the end part of the trajectory (Figures 30 and 31 ).

Above, there has been described one way of realizing the device in which the lifting means has been combined with the means of rolling in the same mechanical assembly 69. It is convenient to specify that all the equivalent embodiments in the c and the lifting means are not combined with the means of running , ie whether they are overlapping or separated, are covered by the same inventive concept. The combination of lifting and taxiing movements can also intervene. In all these cases, the corresponding embodiments fall within the scope of the invention. A supplementary function can be assigned to the rotary box. It may comprise a support and maintenance means in the presentation and position 91 of the platform of the corresponding end of the wagon during loading / unloading operations. An illustration of this means is given by Figure 31 in which the upper face of the carton 70 has a V-shaped receiving and locking structure 92 in which the end 93 of the draw back 94 to the lower part of the platform body of the extremities. Operation includes the following general steps. The combined rail / road carriage is immobilized with some tolerance in place of the loading / unloading station 63 for example a loading. The stop position of the wagon at the intended location corresponds to the positions of the end platforms which must be safeguarded in the event of their standstill, each from a tracked device. These devices are triggered when it comes to standalone devices. In other cases provided, the relative positions are automatically maintained by a mechanical connection between the end platforms or by an attached function of the lifting and rotating device (s) as described above.

Therefore, we install the lifting device (s) and the rotating device (s). The lifting jacks are driven to allow the motorized cylinders 76 and 77 to approach the corresponding inner end face and bearing raceway 29 of the carrier rail structure 6. The motorized cylinders 76 and 77 are raised until they come into soft contact and in the plane with the bearing and running track 29 by the set of the recovery mechanism. Thereafter, the separable connecting connections between the carrier structure and the end platforms, the coordinate lifting movements of the two ends of the carrier structure or the corresponding single end thereof are opened. The lifting movement is divided into two parts. The first relates to a displacement fraction corresponding to the decompression of the suspensions of the end platforms. The second refers to the actual lift which stops shortly after the separation of the ends between the carrier structure 6 and the receiving conformations of the end platforms, the additional lift generally being weak 36/46 because there is no obstacle to the rotation on the end platforms.

The motorized cylinders 76 and 77 are subsequently driven in rotation by their own motors so that the ends of the rotating carrier structure of the car body turn in the same direction of rotation until the corresponding angles of the ends of the carrier structure 6 for the trains 64 and 65 of the motorized means of support-taxiing on the quay. The rotation is effected until the complete disengagement of the ends of the railway structure carrying each end platform by a rotation movement of sufficient amplitude to disengage the ends of the carrier railway structure and to position them inclined at an angle sufficient to give a certain ease in loading / unloading maneuvers.

Then the charge or discharge can take place. The road load accesses the carrier railway structure by its own means, for example for a semi-trailer by the tractor that moves it.

The closing movements of the wagon are carried out in the opposite direction. The invention is embodied in a complete combined transport system comprising at least one quay, for example two quays, such as loading / unloading 95, 96 and at least one railway track as 97 (Figures 1 and 2) surrounded by a road network in circle 98 together forming a railway station. Each lance is bordered by at least one wharf 95 or 96 and has a useful part in which loading / unloading operations can be performed. This useful part is formed by the succession of a predetermined number of loading / unloading stations corresponding each to the loading / unloading location of a wagon 99, 100, 101.

Each useful part of each lane of track 97 has on the ground at least one centering device or positioner 102. In the case of a single centering device, this serves the train assembly. According to the particularity of the wagons used, the centering device or positioner 102 will be unique for the whole train or will be several, i.e. a specimen attributed to a limited number of wagons, or individual, that is proper of each loading / unloading site 99 , 100, 101.

An example of a centering device or positioner 102 is shown in Figures 32 and 33. This type of centering device is mounted on the ground This is composed of two rotary centering arms 103, 104 moving or lowering movable whose ends 105, 106 are intended to be attached to a vertical centering pin 107 mounted for example centrally on the inner face of the wagon carrier structure 6. To facilitate engagement in the central pin 107, the ends of the rotary arms 103, 104 are formed in accordance with a receiving structure with two converging or semicircular edges such as for example a fork with two symmetrical converging arms which are to be secured along the pivot of the centering pin 107. In order to perform the centering, the rotary arms 103 and 104 are animated with a translational movement longitudinally in the opposite direction along the sliding rails 109, 110 parallel to the rail 38 / 46 and spaced apart from a vertical transverse reference plane 111 for loading / unloading maneuvers. The centering rotary arm whose first end is in contact with the centering pin 107 will push the wagon assembly to the required reference position.

In the case of a wagon having a longitudinal connecting element 23 between the two end platforms 2 and 3, the centering or positioning arrangement of the wagons seems less important. In this way, an accuracy in the drive stop position or an electronic control and brake control system for example from a detection can alone be sufficient or in combination with an additional device in the ground to ensure a coincidence of place sufficient to allow loading / unloading operations under satisfactory conditions. The train consists of a series of wagons in which each is intended to carry a road load. Wagons may be the same or different, but always correspond to the same general characteristics. The loading / unloading stations 63 are situated in places defined for example by a material limiters on the track and the quays.

In addition to the possible centering device or positioner 102, each loading / unloading station 63 is provided with a specific equipment in the ground cooperating with the corresponding wagon of the train in order to carry out the loading and unloading operations. The wagon consists of three essential parts. These are the two end platforms 2 and 3 supported each 39/46 by at least one bogie or an axle 4 and 5 to which it is hinged for taxiing the transport. These end platforms 2 and 3 and the usual associated members ensure the technical connection with the previous wagon or the next wagon and an interface function with a load securing means. The two end platforms 2 and 3 carry at their ends the carrier railway structure 6 of a road load constituting the third essential part of the wagon. This carrier rail structure 6 is movable by rotating back and forth on the loading / unloading dock 95 or 96 and in the wagon after separation of the rigid assembly connection from its ends with the end platforms 2 and 3.

With reference to other technical characteristics of the wagon, we refer to the corresponding descriptive part mentioned above.

This carrier railway structure 6 carried by each of its ends by an end platform 2 and 3 is mounted less and less solidly therein by a simple disengagement maneuver for example of unlocking-lifting. To enable the rotational movements for the dock 95, 96 and the wagon, the carrier railway structure 6 is rotatably mounted about a central pivot 28 (Figures 4 and 6) or around an end pivot 26 (Figure 5 ).

As has been previously indicated, in order to allow the quick and easy rest of the carrier rail structure 6 on the end platforms 2 and 3 during the closure of the wagon, it is important that these platforms return to their initial relative position before opening the wagon is 40/46 at the same distance from one another, irrespective of all movements, jolts and other mechanical disturbances which the wagon or train may suffer during loading / unloading operations and due to the forces of reaction and traction of the connections between the wagons.

To this end, the invention provides at a level below the level of the bottom of the carrier structure a longitudinal connecting element 23 realizing the low mechanical connection between the two end platforms.

This longitudinal connecting element 23 remains in place during the loading / unloading maneuvers. This thus ensures the maintenance of the distance between the two end platforms and hence their relative position that during the return of the carrier structure 6, the assembling-locking of their ends with the end platforms 2 and 3 is rapidly and in good condition assembled without further additional means such as a centering device.

In accordance with the present invention, the presentation and position of the end platforms 2 and 3 can be maintained with specific bodies in the ground, for example the lifting members, or by additional means ensuring a supplementary function provided to a such as the support and maintenance device with the reference numeral 91 shown in figure 31 mounted on the device for raising the ends of the carrier railway structure.

Generally, each rail loading / unloading station 63 has at least one, but preferably two, rotary drive and lifting devices 59 of the carrier railway structure for effecting the rotation movement of said structure between a position and an opening position of the wagon.

It was found that the use of a single centering means 102 in the middle of a train generated only a margin of uncertainty in the positions of wagons of 20 to 30 cm which is fully acceptable under other means employed, provided that the maintenance of the relative positions of the two end decks 2 and 3 is ensured by means carried by the wagon, for example the longitudinal connecting element.

In this way, the limits of the positions corresponding to the loading / unloading stations 63 can be defined with this tolerance. Each station includes in the ground a lifting-lowering and rotary drive member 59 at the level of each end of the carrier railway structure as for example the organ as described above or an equivalent means. These members are intended to raise the carrier structure 6 at their ends, to disassemble the end platforms 2 and 3 and to rotate them until it is retrieved by the trains 64 and 65 of the corresponding motorized or unplanned carrier cylinders in a suitable place in the structure of the wharf 61, 62 or 95, 96 to permit the prolongation of the rotational movement of each of the ends on the corresponding parts in front of the quays bordering the track.

An example of such lifting and lowering and rotary drive devices has been described above. Still other devices of this type are fully autonomous from the energetic point of view relative to the wagon and possibly mobile along the track.

We can imagine that the possible centering devices can ensure in combination with the pin during the loading / unloading phases the central rotation function for the carrier railway structure.

The operation of the rail / road transport system according to the invention will now be described.

LOAD PHASE

This is a loading phase from a carrier rail structure 6 that arrives empty or carries a road load. The train arrives at the railway line as at the reference number 97 provided for loading / unloading operations. The automotive is in the best possible way for example on a materialized reference mark allowing the wagon or the various wagons to center of being close to the corresponding centering device. The train stops and the driver releases the brakes to allow the centering movements. The driver then drives the centering device (s) 102. In the case of a train composed of wagons equipped with a longitudinal mechanical connection 23 between the end platforms 2 and 3, only one of the wagons is centered. The single centering device centers this wagon whose movements are transmitted to the intermediate wagons by the couplings. In this way, the position of the next and even the farthest wagons can be changed without the risk of changing the relative positions between the end 2 and 3 platforms.

In the case of wagons without mechanical connection 23 between the end platforms, other centering devices 102 are required and can be used in cooperation with other individual means of retaining the platforms with each other.

The end platforms 2 and 3 are then immediately immobilized in their initial position or origin by the various means provided or are held at a constant distance and in the form of the mechanical connection of the joint 23. These may be separate immobilization means between the track and each end deck.

The lifting devices or the lifting and lowering and rotary drive devices 59 are then operated after the opening order of the rigid non-integral rigid connection between the railway carrier structures 6 of the wagons and the platforms of the corresponding ends 2 and The railway structure 6 carrying the wagon 1 is raised slightly by a vertical traction with at least one of its ends by the lifting means until its non-solid connection separates from the rigid assembly with the end platforms 2 and 3 and a the technical disengagement of the connecting structures and after an additional lift to a minimum distance allowing the rotational movement in its inclined presentation and allowing its placement in the receiving structures of the quay. 44/46

As indicated in accordance with the invention, the amplitude of the elevation is poor.

The rotating means for example the motorized cylinders 66 start their drive work by moving the carrier rail structure 6 to the dock. This wheel until its end reaches the dock. Following said end its forward movement on the quay is recovered by the carrier means for example trains 64 and 65 of the motorized or non-motorized cylinders which entrain the railway structure to an inclined loading / unloading presentation relative to the longitudinal direction of the train. The movement is stopped by any means adapted for example by coincidence with a reference mark and the assembly is locked. The actual charge / discharge can then be performed.

If the carrier rail structure 6 is loaded, a tractor or a road transport is placed in the entrance aperture thereof to withdraw said road cargo without any other external means. If the carrier structure is empty, it is from the beginning prepared to be charged. The load or the new road load placed in the entry opening of the carrier structure carried by its transport or its tractor or its semi-trailer. The assembly accesses the interior of the carrier structure and is immobilized in the proper place. After uncoupling, the tractor or conveyor leaves the carrier structure opposite the entrance and the return rotary lowering movements are arranged until the carrier structure is aligned with the direction of the wagon. When the ends of the railway structure carrying the wagon are in front of the detachable connecting structures of the rigid assembly, the descent is ordered. The rigid assembly connection as well as the blogging is effected with the end platforms which are without position change and in presentation relative to those which occupied before the time of operation, and this due to the retaining means or due to the longitudinal mechanical connection of the joint 23. After the locks, the lifting means retracts in their rest position, the platforms are eventually released from being held in position by the ground devices if they exist, then the centering devices used are retracted.

DOWNLOAD PHASE

This phase is developed according to the same sequences as those of the loading phase, except for the road load which is removed from the wagon on the quay after releasing its fastening connections

Lisbon, 46/46

Claims (26)

A railway / road transport system comprising at least one railway station formed by at least one road (60) and at least one loading / unloading dock (61) or (62) presenting a series of loading / unloading stations ( 63), the inclined loading / unloading wagons (1) being each constituted by a railway structure (6) carrying a road load mounted rotatably to the wagon direction and supported by two end platforms (2) and (3) by at least one separable connection of assembly with at least one of the two end platforms (2) or (3) each carried by at least one bogie or a rail axis (4) or (5), each wagon (1), on the one hand, a rotational center of the load-bearing railway structure (6) and on the other hand, severable, assembled, assembled, locked-up connections by means of which the structure (2) and (3), characterized in that each loading / unloading station is on the one hand equipped with at least one supplementary centering device of the train or one or more of the wagons (1) ) and on the other hand in the ground and at the level of each loading / unloading place of at least one lifting means of the carrier railway structure (6) and at least one rotatable drive means thereof in which at least one of its ends ) or (3) can raise it after unlocking its removable rigid assembly connection with at least that end platform (2) or (3) to rotate it to the dock (61) or (62) and (6) in a loading / unloading position inclined with respect to the longitudinal direction 1/7 of the carriage (1) and to rotate it in the reverse direction until the closing of the carriage wagon (1), and for the silver (2) and (3) are kept at a constant distance from each other during the maneuvers by a retaining means in the longitudinal position and in the form of a separation in the form of a non-carrier mechanical connection and in that the separable connections between each end of the carrier rail structure (6) and the corresponding end platform (2) or (3) are connections through which all the pulling and running forces and the loads related to the loads carried forward, all so that the set of all the motor means implemented for the loading / unloading operations are external to the carriage (1) and independently of this from the energetic point of view. Conveying system according to claim 1, characterized in that the center of rotation is central (28). Conveyor system according to claim 1, characterized in that the center of rotation is a center of rotation of the end (26) placed at the end on a platform of the end (2) or (3). Transport system according to claim 1, characterized in that the center of rotation is deflected between the central position and the position of the end. Transport system according to any one of the preceding claims, characterized in that the center of rotation is achieved by the cooperation of the centering means with the wagon element on which the centering means is exerted. 2/7 Conveying system according to any one of claims 1 to 5, characterized in that the lifting means and the rotary drive means of the carrier railway structure (6) are two different means assembled in the same functional unit fixed to the ground at the hair level less one of the ends of the carrier railway structure when the carriage (1) is located in a loading / unloading station (63). Conveying system according to any one of claims 1 to 5, characterized in that the lifting means and the rotary drive means of the carrier railway structure (6) are two means combined in the same functional unit (59) fixed to the ground or mobile and immobilized on the ground at the level of at least one of the ends 2 or 3 of the carrier structure 6 when the car 1 is placed in a loading / unloading station 63. A conveyor system according to claim 6 or 7, characterized in that the lifting means are lifting jacks (82) and (83) and the rotary drive means are motorized cylinders (76) and (77). A conveyor system according to claim 8, characterized in that the lifting jacks (82) and (83) are attached to a rotatable support (70) comprising the motorized cylinders (76) and (77). A transport system according to any one of the preceding claims, characterized in that the end platforms (2) and (3) are immobilized in position during the entire opening phase of the wagon with retaining means in the ground. 3/7 A transport system according to any one of the preceding claims 1 to 7, characterized in that the non-carrying connection of the end platforms (2) and (3) is a mechanical coupling connection. Transport system according to the preceding claim, characterized in that the end platforms (2) and (3) are connected to each other in a lower region by a rigid mechanical longitudinal connection (23) whose end is fixed or hinged to the corresponding end of the platform of the corresponding end (2) or (3). Conveying system according to any one of the preceding claims, characterized in that at least one of the end platforms (2) or (3) has on the inner side a downwardly facing front part at the protruding ends in which the receiving structures (16) are formed. ) of rigid assembly. Conveyor system according to the preceding claim and claims 9 and 10, characterized in that the lower end of the downward front part of the at least one end platform (2) or (3) cooperates with a receiving structure present on the rotating support which comprises the motorized cylinders (76) and (77) of the rotary drive means. A transport system according to claim 1, characterized in that the receiving means provided at the level of the quays (61) and (62) are carrier-drive means for continuing the rotational movement of the carrier structure (6) . 4/7 A conveyor system according to the preceding claim, characterized in that the carrier-drive means is a motorized roller (66). Conveyor system according to claim 1, characterized in that the centering means is unique to the whole train or exists in a limited number of loading / unloading stations (63) of the wagons. Conveying system according to claim 1, characterized in that the centering means is provided at each loading / unloading station. A transport system according to claim 17 or 18, characterized in that the centering means is a set of two rotary arms (103) and (104) each mounted on sliding rails (109) and (11.0) along the track (50), the end of each arm comprising a coupling conformation (108) with a pin (107) present in the central part of the inner face of the wagon (1). A transport system according to any one of the preceding claims, characterized in that the connections between the carrier rail structure (6) and at least one of the end platforms (2) or (3) are separable connections of the rigid assembly enabling the two components form a body and act as a single part during transportation. Conveying system according to the preceding claim, characterized in that each separable connection of the rigid assembly is a locking engagement assembly of the ends of the carrier railway structure with 5/7 conformations (16) on the front of the end platform ( 2) or (3). A method of loading / unloading a wagon of a train consisting of a series of wagons (1) enabling combined rail / road transport in a delimited place corresponding to a loading / unloading station (63), characterized in that the (1) on a loading / unloading site, if the centering of at least one wagon, in relation to the equipment on the ground by at least one centering means, is immobilized the end platforms (2) and (3) in their original position in this place, if the separable connecting connections are unlocked, if the lifting means are actuated, at least one end of the carrier structure (6) is raised slightly above the level strictly necessary for their release in movement with respect to the rotary movement, the rotating means are actuated, in that the rotation of the carrier railway structure (6) continues until its reception (62) and / or (62) bordering the track (60), and that the rotation when angular deviation of the carrier structure (6) is sufficient for the direct access of the road cargo from the quay, the road load of the carrier railway structure is brought in or out by means of outside means or by its own means, if the rotary drive means are driven until the carrier structure is oriented in its position the lifting means are actuated to lower the carrier structure whose end arms will be accurately placed at the inlet of the receiving structures because these structures are held in position by the non-carrier mechanical connection existing therebetween, the carrier structure (6) is again lowered so that the ends of its arms engage the receiving structures, if the removable connections of rigid assembly are closed, the lifting and lowering means are released, the platforms being held in position are released and the centering means are retracted. A method according to the preceding claim, characterized in that the wagons (1) are immobilized by at least one of their end platforms (2) or (3). Method according to claims 22 and 23, characterized in that the two end platforms are mechanically fixed by a mechanical connection (23). A method according to the preceding claim, characterized in that the mechanical connection (23) between the end platforms (2) and (3) is disengaged from its longitudinal housing (9) to allow rotational movement of the carrier structure (6) and since it is engaged in its housing (9) at the end of the return rotary movement. A method according to any one of the preceding claims 22 to 25, characterized in that the cooperation of the wagon centering means is used with the wagon element held for centering, to temporarily form a center of rotation used for the rotation of the wagon structure carrier. Lisbon, 7/7