RU2272727C2 - Car for combination railway and motor vehicle carriages containing two end platforms with fitted-on load railway structure for carrying motor vehicle loads - Google Patents

Abstract

FIELD: railway and motor vehicle carriages.

SUBSTANCE: proposed car for combination railway and motor vehicle carriages of loads and their loading and unloading contains railway load turnable structure 6 connected at least by one end with end platforms 2 and 3 for disconnection. Said connection is made in form of rigid detachable and locking connecting unit for carrying the load and transmitting all static or dynamic forces appearing under action of traction, at rolling with coupling in process of carriage and at loading-unloading operations, with possibility of complete disconnection of ends of end platforms in disconnected position at loading and unloading. Railway load structure 6 is made for taking up lifting and turning forces in at least one place.

EFFECT: improved safety and operating characteristics.

33 cl, 21 dwg

Description

The present invention relates to a wagon for combined rail and road transport called transhipment.

Such a carriage contains a freight railway structure, pivoting between the transport position along the longitudinal axis of the carriage and the oblique loading / unloading position.

From the prior art, wagons for combined rail-road transport are known that are disconnected or open when the freight railway structure is turned for loading or unloading in an oblique position, that is, when the longitudinal axis of the wagon deviates from the direction.

These freight railway structures are mounted to rotate around a central rotary assembly or an eccentric axis mounted, for example, at one end of this cargo structure at one or the other of two end platforms on which this structure is mounted at its ends.

However, the rotation angle of these freight railway structures is limited by the need to keep one of their ends connected to one of the end sites. This need is associated with the impossibility of accurately returning the end pads to their initial longitudinal position, that is, the position occupied by them before the turn maneuver. During the opening or disconnection of the coupling between the ends of the load-carrying structure and the end platforms, displacements occur due to latent releasing forces: loosening of the suspension springs, buffers, the forces associated with loading and unloading operations, or the forces applied for this separation.

For this reason, the amplitude of the turning movement is limited, which reduces the efficiency, convenience and safety of maneuvers associated with loading and unloading cargo.

In addition, the desire for the most optimal use of the railway gauge forces designers to lower the floor as close to the railway track as possible, in any case as far as the railway gauge allows.

Such requirements have led to the emergence of a category of wagons called low clearance wagons.

Such a technical solution allows the transport of goods of greater height, which is what the designers seek, while maintaining, however, dimensions that are compatible with the conditions of transportation by rail and road.

On the other hand, the lifting means integrated into the car occupy a place that could be occupied by structural elements or assemblies, the movement of which contributes to an increase in the safety of freight traffic.

Finally, the disconnectable connection between the cargo railway structure and the end platforms should end with a rigid connection of the entire complex to move and transfer all the traction and rolling forces, including under load. It should also be convenient and quickly detachable and ensure safety when closed by means of a secure stop.

Another problem is the provision of free access to cargo, which is difficult in known technical solutions due to the presence of rather long racks at the ends of the cargo structure.

In addition, in many systems, it becomes necessary to lift the cargo structure to a high height to disconnect its ends from the end platforms or to be captured by external loading and unloading means, as in the invention described in PCT publication No. 9107301 in the name of BROWN.

The objective of the present invention is to provide a wagon for combined rail and road transport, allowing the maximum reduction in the need to lift the cargo structure, which allows the use of conventional equipment in simple working conditions, that is, to avoid the use of special complex and, therefore, expensive both in cost and in use devices.

The present invention allows to eliminate various of the above disadvantages inherent in known solutions, and to provide advantages associated with movement, maneuvers, safety and technical and economic indicators of combined rail and road transport.

In this regard, the present invention relates to a wagon for combined rail-road transport, containing two end platforms mounted on carts or axles, and a cargo rail structure for the transport of goods, mounted with the possibility of rotation relative to the longitudinal axis of the wagon, in the direction of the platform and beyond limits during loading and unloading, and at least one end of the rotary structure is connected with the possibility of separation with the corresponding end platform, different t m that connection the pivot structure and the terminal pad formed as a rigid releasable and latching the connector assembly for the carriage of cargo and to ensure transfer all static and dynamic forces arising from the action of thrust at a rolling motion in a state hitch during transport and during loading and unloading; the wagon contains means for holding the end pads in the initial position at a distance from each other during movement and maneuvers associated with loading and unloading operations, and the holding means do not transmit traction static or dynamic forces arising under the action of traction when rolling in a state couplers during transportation and during loading and unloading; while the cargo rotary structure is made or located in such a way that it perceives the lifting and turning forces in at least one place, and the rotary unit is installed in the middle longitudinal vertical plane of the car.

Other features and advantages of the present invention will be more apparent from the following description, given as an example, with reference to the accompanying drawings, in which:

Figure 1 is a general schematic perspective view of a wagon complex with a cargo structure shown separately from the wagon body, in an embodiment with a central rotary assembly.

Figure 2 is a general schematic perspective view of a wagon complex with a cargo structure shown separately from the wagon body, in an embodiment with an end rotary assembly.

Figure 3 is a perspective perspective view of a complex of a wagon with a freight railway structure, shown separately from the wagon body, corresponding to a practical embodiment with a central rotary assembly and a longitudinal connecting element between two end platforms.

Figure 4 is a bottom perspective view of the end of the freight railway structure and, in particular, the reference raceway.

5 is a general simplified schematic illustration of a carriage equipped with a connecting coupling assembly for connecting between end platforms.

6 is a schematic cross-sectional view illustrating the shape of a coupling hitch in a retracted position in a recess in a configuration of a lower portion of a rail gauge.

7 is a general simplified perspective view from above in an oblique position of an embodiment of the present invention with a central rotary assembly.

Fig. 8 is an overall simplified perspective view from below in an oblique position of an embodiment of the present invention with a central rotary assembly.

Fig.9 is a detailed perspective view from above in an oblique position of the Central part of the longitudinal connecting element corresponding to the embodiment shown in Fig.7 and 8.

Figure 10 is a detailed perspective view of the bottom in an oblique position of the Central part of the longitudinal connecting element corresponding to the embodiment shown in Fig.7 and 8.

11 is a perspective view in cross section of a freight railway structure and a longitudinal connecting element.

12 and 13 are a schematic longitudinal sectional view illustrating the operation of the rotary assembly.

14-16 are a schematic cross-sectional view illustrating other cross-sectional shapes of a coupling coupling device.

Fig is a perspective view of the connecting node at the level of the ends of the cargo railway structure, bottom view.

Fig. 18 is a perspective view of the connecting unit at the level of the ends of the cargo railway structure, top view.

Fig. 19 is a detailed perspective view of a locking mechanism of a connecting unit detachable from the ends of a freight railway structure.

Fig. 20 is a detailed perspective view from one side in the position of deviation from the straight line of the receiving structures of the connecting unit, detachable from the ends of the cargo railway structure, according to one embodiment.

Fig. 21 is a detailed perspective view on the other hand in a position of deviation from a straight line of the receiving structures of the connecting unit detachable from the ends of the cargo railway structure, according to another embodiment.

The present invention relates to wagons for combined rail and road transport, also referred to as trans-shipment, with a rotary freight rail structure for transporting goods, regardless of the position of the rotary assembly on the wagon. Indeed, this node can be central, terminal or intermediate.

The main task is to carry out loading and unloading operations with the provision of minimally comfortable working conditions with minimal time by bringing the freight railway platform into an oblique position with a sufficient amplitude.

Figures 1 and 2 show two basic basic variants of the carriage in accordance with the present invention, differing from each other only in the position of the rotary assembly of the freight railway structure 6. These two options are the basis of the following description of the present invention with the disclosure of its basic means.

The basis of the present invention lies in the fact that the freight railway structure for the combined rail-road transportation of goods should be disconnected from the end platforms of the car at least one of its ends, while remaining installed on its rotary node, and come after turning into an oblique position for loading / unloading on one side, the ends of which are completely disconnected from the end platform, then, after a reverse turn, return to the position of formation of a single complex with agon after a quick, simple and reliable connection, providing a rigid coupling between the end platforms and the cargo railway structure.

A typical wagon 1 contains two end platforms 2 and 3 mounted on bogies or on an axis or axles 4 and 5. These end platforms 2 and 3 are interconnected by a freight railway structure 6, forming a single complex with their ends using rigid connecting nodes, however, these nodes are detachable and locking.

The end platforms 2 and 3 of the freight railway structure 6 contain expanding support means.

The cargo rail structure 6 is a hollow body formed by a low-lying floor 7, in particular having a small thickness, with a bottom 8 of a flat shape or another shape, for example, containing a shortened longitudinal recess 9 in the form of a tunnel 10. The bottom 8 of the cargo rail structure 6 is made or located in at least one place to perceive the efforts of lifting and turning. In addition, the railroad structure 6 contains two lateral protective walls 11 and 12, for example, of small height, bounded above by the upper side members 13 and 14, extended beyond the hull and ending at the ends 15, for example, in the form of long racks made technically with the ability to reach and be blocked in additional gripping units 16, made in the gripping structure opposite the respective end platform or each end platform 2 or 3, forming in the assembled state a rigid detachable connector ny node through which all traction and force generated by the rolling movement. When assembled, the car 1 thus forms a strong and rigid mechanical complex identical to the car made in the form of a single part.

The wagon also contains lower longitudinal sides 17 and 18, transverse end gratings 19 and 20 and receiving sills 21 and 22.

According to a preferred embodiment, the floor 7 of the cargo structure 6 is thin and located as close as possible to the railway track. After improving this option, the thin floor is made and constructed in such a way that forms in the central longitudinal zone, on which the load does not press, a shortened recess 9 in the form of a tunnel 10, into which the longitudinal connecting element 23 enters, mechanically connecting the two end platforms 2 and 3, ensuring the retention of these sites in their original position during loading and unloading operations and located above the load application level of the freight railway structure 6.

This tunnel gives additional rigidity to floor 7 and serves for laying cables and hydraulic pipelines.

According to a preferred embodiment, the ends 15 of the freight railway structure 6 are made short and extend to the gripping units 16 located at the end sites opposite and at or near the border of the lower side of these sites.

Preferably, the end platforms 2 and 3 comprise, on the side facing the inside of the car, a downward bend 24, on the upper part of which the shoulder 25 is made. The gripping structures 16, to which the ends 15 of the cargo railway structure 6 extend, are made at the ends of this shoulder 25 opposite the ends of the cargo structure.

The cargo rail structure 6 also comprises, on the lower side of at least one of the receiving ends, means for interacting with external lifting and turning means.

Typically, the car 1 contains some means for holding the end pads in the initial position at a distance from each other during movements and maneuvers associated with loading and unloading operations, for example, a mechanical longitudinal connecting element 23 to ensure easy connection of the cargo structure 6 by means of rigid connecting nodes for its unhindered return to the exact position of the lock, snapping or gripping the connected and locking parts.

In the case of the variant with the end rotary node 26, the freight railway structure 6 is constantly connected to only one end platform 2 or 3 by means of an element that performs the function of an axis. It is connected to the platform by means of mechanical fasteners, and the connection with the corresponding ends of the cargo railway structure is carried out, for example, through a rotary connecting cross member. To each of its ends, the latter is connected to the corresponding end of the freight railway structure. In a case not shown in the figures, the cargo rail structure is lifted at its other end to disconnect it from an adjacent end platform and move it toward the platform. At this level, the connections between the ends of the cargo railway structure 6 and the corresponding end platform are detachable, while on the opposite side, that is, from the side of the rotary assembly 26, these connections are integral, but have at least one degree of freedom to ensure the inclination of the cargo railway designs 6. They can be made, for example, with the possibility of rotation around the transverse axis.

You can also make the ends of the cargo railway structure 6 converging in the form of a triangle at the apex 27 mounted on the end rotary node 26 (figure 2) with an inclined rotary axis or an axis having a degree of freedom, providing a possible inclination of the cargo railway structure for loading and unloading operations .

To maintain symmetry in the volume of this option, it may be necessary to have two symmetric rotary nodes, one for each end platform, while one of them is turned off during the operation of the other.

In the case of a freight railway structure with two ends, detachable from the end platforms, the preferred option (figure 1) with a Central rotary node 28.

The following is a description of the option with the Central rotary node 28, as this option has the most advantages. The lifting for disconnecting or removing the ends of the freight railway structure is preferably carried out simultaneously at the level of each end using any suitable means, preferably external to the wagon, for example, a device for lifting and turning drive (not shown), with lifting jacks and vertically moving rollers driven for lifting and subsequent rotation of the cargo railway structure in the direction of the loading and unloading platform. To this end, at the lower end of at least one or each of the ends, this structure contains a flat support race 29, for example, in the form of an arc of a circle centered on a rotary assembly to provide lifting and drive rotation by means of motor-driven rollers of this device.

Detachable rigid connecting nodes for connecting the ends of the cargo structure 6 and the end platforms 2 and 3 can be performed in various ways. Their main function is to ensure that the carriage, freight railway structure 6 and end platforms 2 and 3 are combined into a single complex so that all traction and forces arising from the rolling movement are transmitted through them. Therefore, these rigid detachable connecting nodes must have high mechanical strength, and also be reliable and safe. For this, a locking device is provided to hold them in the closed position.

These rigid detachable connecting nodes can be made single, double or even multi-element to increase safety and ensure reliability when exposed to lateral and transverse dynamic forces.

Further, by way of non-limiting example, a description will be given of the double connector assembly shown in FIGS. 17, 18 and 19 and intended for use in the practice of the present invention.

In this embodiment, the ends 15 of the upper side members 13 and 14 of the cargo rail structure 6 are made in the form of the shortest racks, called ends and representing structures in the form of hooks, as well as racks made at the end of the lower longitudinal sides 17 and 18 of the car, forming thus a short and integral end 30 in the form of a double hook with upper 31 and lower 32 hooks. The individually made ends 15 of the cargo rail structure 6 are made in the form of at least one hook.

These short and composite ends 30 in the form of a double hook interact for a rigid locking connection or for disconnecting these detachable connecting nodes with additional structures or nodes 33, made opposite at the end pads 2 and 3. As shown in the figure, we can talk about the upper gripping or supporting parts 34 with a recess in the form of a gripping hook having a large thickness and a 0-shaped profile, complemented by a lower gripping part 35, also made in the form of a hook, forming together double two-stage hooks, I have s shape corresponding to the opposite end of the cargo structure and with gripping surfaces which interact with end hooks 31 to 32 of the railway freight structure 6.

Thus, the cargo structure 6 contains four connecting hooks, which together with their corresponding gripping hooks provide a rigid detachable connection, allowing the complex of the end platforms and the cargo railway structure to form the mechanical equivalent of a single part.

The upper hooks and their gripping structure withstand vertical loads and transmit traction, while the lower hooks and their gripping structure are designed to withstand the overturning moment.

The safety of the constipation is ensured by an automatic locking device 36, made in the form of a bent finger 37, made reclining and brought into the locking position by a return spring 38 and in the tilted position - not shown in the figures by a drive mechanism, for example, by means of compressed air present in the pneumatic system of the car. This automatic locking device 36 acts only on the upper hook. To this end, each upper hook of the freight railway structure comprises a recess 39 defining a gripping space open at the front. A transverse pin passes through this open gripping space in its middle part, with which the locking pin 37 interacts.

In the presented embodiment, at each of the end platforms 2 and 3, only one locking device 36 is installed.

In the shown embodiment of the present invention, each of the end platforms contains a downward bend 24 on the lower side of the car, containing an upper transverse shoulder 25, at each end of which gripping structures 33 of additional gripping units (16) made in the form of hooks are made.

The wagon contains means for holding the end pads in an absolute or relative initial position. In the embodiment shown, it is, for example, a longitudinal mechanical connection by means of a longitudinal connecting element 23, connecting to each other at a lower level end platforms, each of which is mounted on at least one railway carriage.

The only and main function of this longitudinal connecting element 23 is the mechanical connection between the two end platforms 2 and 3 to hold them in their original position during loading and unloading of goods.

Therefore, the longitudinal connecting element may have a small thickness so as not to occupy much space in the car and not affect the dimensions of the transported cargo.

In a first embodiment of the present invention, not shown in the figures, this longitudinal connecting element extends outward beyond the floor 7.

According to another embodiment of the present invention, the detailed description of which follows, it is recessed into a shortened longitudinal recess 9 in the form of a tunnel 10, equipped in a freight railway structure 6 or made accordingly in its floor 7.

Due to the length and small thickness of the cross section, this longitudinal connecting element 23 tends to bend down in its central part 39. Since such a deflection can lead to exceeding the dimensions of the complex in the lower side, this element 23 must be pulled up in its central part 39, for example, by means of a simple fastening or by connecting with the lower Central part of the cargo railway structure 6.

Preferably, to win in the overall railway gauge, the longitudinal connecting element 23 is installed in the shortened recess 9 in the form of a central longitudinal tunnel 10, made in the floor 7 of the cargo railway structure. This tunnel 10 is also used for laying hydraulic pipelines and electric cables from one end platform 2 or 3 to another.

It should be noted that this tunnel 10 is made in the area of the floor 1, not in contact with the load.

This longitudinal connecting element 23 fulfills its main function of holding the end platforms 2 and 3 in their original position during loading and unloading operations to provide a quick and convenient rigid connection between the end platforms and the component ends 30 of the freight railway structure at all positions of the rotary assembly of the latter.

Indeed, the object of the present invention is not only railway structures that rotate around its center, but also around one of its ends or in any other place.

In an embodiment with a central rotary assembly, the longitudinal connecting element 23 performs a second technical function. In this case, it is the carrier for the rotary assembly.

In this regard, for this option, the Central part 39 of this element is more complex. 7-13 shows an example of such an implementation, however, in the presence of a tunnel 10, to disconnect the connecting element 23, the central axis 28 and the corresponding means are sufficient.

In this example, the central part 39 simultaneously performs three functions, namely: it secures the longitudinal connecting element 23 to the freight railway structure 6, is a supporting part for the central rotary assembly 28 around which the freight railway structure 6 moves, and, finally, together with the corresponding means provides the release of the longitudinal connecting element 23 from the shortened recess 9, made in the form of a tunnel 10 in the floor 7 of the cargo railway structure 6.

This is a complex complex 40, which can be called a rotary-disconnecting complex 40.

In particular, if we take as an example the embodiment shown in Figs. 7-13, the central part 30 of the longitudinal connecting element 23 is mounted in suspension on the arch of the tunnel 10 of the floor of the cargo railway structure 6. For this, a suspended metal plate 41 curved in the form of a spring mounted motionless with emphasis on each of its ends by means of three fixed points along which it can move with its longitudinal edges, as well as along the longitudinal guide slit 42 and 43, made on both torons of the middle transverse zone.

Due to the curvature of this plate, there is a free passage 44 located between the arch of the recess 9 in the form of a tunnel 10 and the opposite side of the suspended metal plate 41.

This travel space 44 is occupied by a drive disconnecting mechanism 45, acting, for example, from pneumatic energy and containing a pair of blower bellows 46 and 47, shown in Fig.7-9.

This suspended metal plate 41 is connected to a central rotary assembly 28 passing through the drive disconnecting mechanism 45, for example, in the form of a block axis 48, to which a longitudinal connecting element is attached with its central part, for example, by means of screws 49 and 50, thus forming a complex connecting complex.

As shown below, no tangible force is exerted on this central rotary assembly 28 during transport, since the railroad structure is held by end pads 2 and 3. During loading and unloading operations, only lateral forces on the axis side act on this longitudinal connecting element 23. . Since these forces are insignificant, there is no need for high mechanical resistance of the rotary assembly 28 and adjacent elements, as well as the longitudinal connecting element 23.

Therefore, the design of the longitudinal connecting element 23 can be quite thin, and various forms of its section are possible, starting from a rectangular section 51, as shown in Fig.6, and ending with thin forms with stiffeners or bends, as shown in Fig.14-16 .

The most preferred cross-sectional shape shown in Fig.14. We are talking about a flat shape 52, the longitudinal edges of which are made in the form of hollow tubes 53 and 54, for example, of circular cross section, which can serve either directly for the passage of fluid under pressure, or as spaces for laying pipelines or electric cables or other communications.

These hydraulic or electrical communications, designed to transmit energy or perform drive functions, thus receive a corresponding longitudinal passage that does not occupy individual dimensions and fits perfectly into the design.

In addition, the longitudinal edges made in this way add additional rigidity to the whole complex, which makes it possible to further reduce the thickness of the cross section of the longitudinal connecting element 23.

Embodiments with longitudinal folds 55 and 56 or with reinforcing bend 57 are also possible. An example of each of these embodiments is shown in one of FIGS. 15 and 16.

As shown in the figures, it is also envisaged to facilitate the construction of the longitudinal connecting element 23 by making perforations or holes in its plane.

The ends of the longitudinal connecting element 23 can be made in the form of two diverging branches of a U-shape for the passage of the lifting and turning means installed on the railway track. The aperture between these end branches can be very different up to the maximum, at which the ends of these branches reach the adjacent lower ends of the sidewalls of the end platforms 2 and 3, interacting with detachable connection nodes and fasteners made in this place.

Other forms of execution are also possible. All of them are included in the scope of legal protection of the present invention to the extent that they perform the main function of retaining the end platforms during the movement of the cargo railway structure during loading and unloading.

Alternatively, in the case of using an external device at least at one end of the car, it is possible to hold these sites using external means installed on the railway track or rigidly fixed to the ground along it.

The car also provides for the possibility of an external device for lifting and turning drive in the form of a supporting raceway 29, made on the lower side of at least one end of the cargo railway structure 6, a practical example of which is shown in Fig.17.

This raceway is made, for example, in the form of a flat transverse plate 58 of the corresponding shape, rigidly fixed by welding on adjacent frame elements of a freight railway structure. Due to the rotational nature of the movement of this freight railway structure, the track 29 has a basic shape, curved, for example, in the form of an arc of a circle centered on a central rotary assembly or elsewhere.

Another device of the car concerns the retention of the end platforms 2 and 3 in the longitudinal position, as well as in the tilted position after the lifting movement of the cargo railway structure.

We can talk about retaining structures made on a mechanism located on the ground, for example, a lifting and turning device, while these structures interact with the bends of each end platform.

Due to various mechanical stresses arising at the level of a freight railway structure, and in particular, resulting from fluctuations in the dimensions of its spars, it is not always easy to connect its ends in the form of a double hook with gripping structures opposite.

Indeed, any asymmetric stress from mechanical and / or thermal or other influences is sufficient in order to, due to the considerable length of the cargo rail structure, complicate the joint operation, despite the presence of an acceptable gap.

The embodiment or any similar embodiment described below and shown in FIGS. 20 and 21 provides an efficient, quick and systematic connection even with significant deformations arising under normal use.

According to this embodiment, each of the gripping structures 33 contains an upper gripping support part 59, for example, a wave-like profile with a bulge 60 and a subsequent cavity 61 for gripping only one end hook located at the end of the side spar of the cargo rail structure 6. The end of the lower part of these gripping structures is made in the form of a simple supporting surface 62, interacting by supporting-contact contact with the lower form of the connecting end of the side spar of the cargo rail section 6. In front of the supporting surface 62, a guide chamfer 63 is made.

During transport, a safety device is provided to lock and hold the detachable connecting unit in the closed position.

As shown in FIGS. 20 and 21, we can talk about a locking device 64, for example, of a tilting type mounted on each side of the end platform 2 or 3. The connecting rod 65, which is manually tilted or by means of an external drive mechanism, ensures safety and simultaneous locking with each side. This locking device 64 may interact during operation with a support device mounted on each side, as will be shown below.

The presence of the lower supporting surface 62 allows to increase the connecting gap and, therefore, to make the joining operation less sensitive to dimensional changes or deformations of the side members of the side parts.

To increase the stability and traffic safety in the corners, lateral jamming stops are provided, made, for example, on each of the end cross members 66, and with which the ends of the cargo railway structure come into contact during its lowering. As for the shape, converging guide profiles can be provided for centering the cargo rail structure while lowering it for its side jamming.

On each side of the end platforms, preferably, under the ends of the end cross member 66, inside or removable crutches are made to prevent the platforms from tipping over during separation by lifting and turning the cargo rail structure 6.

An interesting embodiment consists in the implementation of pneumatic crutches formed by a part of a pneumatic device moving or expanding under a driving action, each of which, for example, is a supporting blower fur with a single or double section 67, which is driven by the supply of compressed air.

The pneumatic crutch drive and the locking-unlocking drive of the ends of the cargo rail structure 6 can be combined using the device shown in FIGS. 20 and 21. This combination is carried out by means of a lever 68 connected to the end of the supporting blower fur 67 and acting on the folding end bracket 69 through an elastic connection 70 and rigid connection 71 with an earring for automatically unlocking or locking the locking device 64 with a safety folding pin 72. Unlock okirovanie occurs when the supporting blower fur 67 is inflated to a supporting state.

The complex in accordance with the present invention works as follows.

Blower bellows 67 are inflated, thereby facilitating unlocking. Then the lifting devices are driven. When the railroad structure 6 is alerted to the turn for loading and unloading operations, before driving the turn, the drive unit 45 with blower bellows is actuated, which, inflating and abutting the arch of the recess 9 in the form of a tunnel 10, cause the curved suspension plate 41 bend even more and move away from the arch of the tunnel. With additional bending, the plate makes enough travel to detach or remove the longitudinal connecting element 23 from the recess 9 in the form of a tunnel 10. The unlocked railroad structure can now rotate around a rotary assembly 28, made in this case in the form of a block axis 48 mounted on a central parts 39 of the longitudinal connecting element 23.

During the return of the freight railway structure 6, movements are carried out in the reverse sequence. Air is blown out of the blower bellows 46 and 47 of the drive disconnecting assembly 45, and the longitudinal connecting element 23 enters the recess 9 in the form of a tunnel 10 under the action of the elastic return force of the suspended metal plate.

The cargo rail structure 6 is lowered, centered and locked by means of lateral jamming of the end platforms. From the supporting blower bellows 67 release air, which automatically leads to locking of the joints on each side.

The lifting and turning movements of a freight railway structure 6 arise from the action of an external device, for example, a device for lifting and turning a drive, described in a patent application filed in the name of the applicant in parallel with this application.

Claims (33)

1. A wagon for combined rail-road transportation of goods and their loading and unloading, containing two end platforms (2) and (3) mounted on trolleys or axles (4) and (5), and a cargo railway rotary structure (6) for the carriage of goods, carrying out periodic rotary movement in the direction of the platform and beyond during loading and unloading, performed at an angle to the longitudinal axis of the carriage, with at least one end of the rotary structure being disconnected with a corresponding end howling platform, characterized in that the connection of the rotary structure and the end platform is made in the form of a rigid detachable and lockable connecting unit for transporting cargo and ensuring the transfer of all static or dynamic forces arising under the action of traction during rolling movement in the coupled state during transportation and during loading and unloading and with the possibility of completely disconnecting the ends of the end platforms in a disconnected position during loading and unloading, while the car contains means for holding the end areas in the initial position at a distance from each other during movements and maneuvers associated with loading and unloading operations, and the holding means do not transmit traction static or dynamic forces arising under the influence of traction when the rolling movement in the coupled state during transportation and during loading and unloading works, while the cargo railway structure (6) is made or located in such a way that it perceives the lifting and turning forces in at least one place, and the rotary unit (26) or (28) or nd other installed anywhere in the car in its median longitudinal vertical plane. 2. A wagon according to claim 1, characterized in that the bottom (8) of the freight railway structure (6) is made or located in at least one place in order to absorb the lifting and turning forces. 3. The wagon according to claim 1 or 2, characterized in that the means of holding the end pads in the initial position at a distance from each other during movements and maneuvers associated with loading and unloading operations are made in the form of a lower mechanical connecting unit that interconnects end sites at the lower level. 4. A wagon according to claim 3, characterized in that the lower mechanical connecting unit is a longitudinal connecting element (23) of small thickness. 5. The wagon according to claim 4, characterized in that the longitudinal connecting element (23) contains reinforced longitudinal edges. 6. The wagon according to claim 5, characterized in that the reinforced longitudinal edges are made in the form of hollow tubes (53) and (54) and are used for laying or passing pipelines for supplying hydraulic fluid or cables for supplying energy. 7. A wagon according to any one of claims 4 to 6, characterized in that the lower mechanical connecting unit is connected in the central part to a rotary unit (28) of a freight railway structure (6). 8. The wagon according to claim 1, characterized in that the freight railway structure (6) contains a thin and located as low as possible floor (7). 9. A wagon according to any one of claims 4 to 6 and 8, characterized in that the longitudinal connecting element (23) is located under the floor (7) of the freight railway structure (6). 10. A wagon according to any one of claims 4 to 6 and 8, characterized in that the longitudinal connecting element (23) is located in the floor (7) above the load level of the cargo railway structure (6). 11. A wagon according to any one of claims 1, 2, 4-6 and 8, characterized in that in the middle longitudinal zone of the floor (7) a longitudinal recess (9) is made in the form of a tunnel (10), designed to be placed in the retracted position of the mechanical a connecting node connecting the end pads (2) and (3). 12. A wagon according to any one of claims 1, 2, 4-6 and 8, characterized in that the freight railway structure is a receiver body formed by a floor (7) bounded by two side protective walls (11) and (12) bounded from above by upper spars (13) and (14), extended beyond the body and ending with ends (15) for connection with end platforms (2) and (3). 13. A wagon according to any one of claims 1, 2, 4-6 and 8, characterized in that the individually made ends (15) of the upper side members (13) and (14) of the freight railway structure (6) are made short and can be interfaced with additional gripping nodes (16) located on the end platforms (2) and (3) near the border of the inner side of the latter. 14. A wagon according to any one of claims 1, 2, 4-6 and 8, characterized in that the end platform bodies (2) and (3) comprise a downward-facing front wall from the inside of the wagon, beyond which gripping units are made (16 ) end platforms (2) and (3). 15. A wagon according to claim 13, characterized in that the individually made ends (15) of the freight railway structure (6) are made in the form of at least one hook. 16. A wagon according to claim 13, characterized in that the individually made ends (15) of the freight railway structure (6) are made short and integral in the form of a double hook. 17. A wagon according to claim 16, characterized in that each of the composite ends (15) of the freight railway structure (6) comprises an upper hook (31) extending the upper spars (13) and (14) and the lower hook (32), continuing the lower edges of the freight railway structure (6). 18. A wagon according to any one of claims 1, 2, 4-6, 8, 15-17, characterized in that a part of each end platform (2) and (3) opposite individually made ends (15) contains gripping units or structures ( 16), supplementing the hooks of the ends (15) of the cargo railway structure (6), for periodically making a rigid connection, by means of which the cargo railway structure (6) forms a single complex with the end platforms (2) and (3). 19. A wagon according to claim 1, characterized in that it comprises, in the vicinity of at least one of its ends, on a lower side of the bottom (8) of the floor (7) of the cargo rail structure (6), a flat transverse support raceway (29) for lifting means and drive rotation. 20. A wagon according to claim 19, characterized in that the track (29) is made in the form of an arc of a circle centered on a central rotary assembly (28). 21. The wagon according to claim 12, characterized in that the ends (15) of the freight railway structure (6) are made in the form of as short racks as possible. 22. The wagon according to claim 21, characterized in that the shortest racks are simple extensions of the upper side members (13) and (14) and the lower edges of the cargo structure (6), made in the form of hooks. 23. The wagon according to claim 22, characterized in that the hooks are made in an amount of two on each end of the upper side members and the lower edges. 24. A wagon according to claim 12, characterized in that the ends (15) of the freight railway structure (6) are made in the form of long struts. 25. A wagon according to claim 16, characterized in that opposite each end (15) in the form of a double hook of a railway freight structure (6) are additional hooks (34) and (35) located one above the other, of which the upper hook (34) contains a locking device (36). 26. A wagon according to claim 25, characterized in that the locking device (36) is made in the form of a reclining finger (37) in the form of a hook that interacts and blocks the corresponding hook (30) of the freight railway structure (6) and is driven by a pneumatic mechanism with automatic return locking action. 27. The car according to claim 1, characterized in that only one gripping structure (33) of additional gripping nodes (16) is made in the form of a hook. 28. A wagon according to claim 27, characterized in that the gripping structures (33) comprise an upper part of a wave-like profile with a bulge (60) and a cavity following it (61) and a lower part in the form of a simple supporting surface (62) against which the lower node of the end of each side spar of the freight railway structure (6), forming a detachable connection. 29. The wagon according to claim 1, characterized in that the end platforms (2) and (3) contain structures that perform the function of lateral jamming stops at the ends of a freight railway structure (6). 30. The wagon according to claim 1, characterized in that the end platforms (2) and (3) of the freight railway structure (6) contain expanding supporting means. 31. A wagon according to claim 30, characterized in that each supporting means is adapted to interact with a locking-unlocking device (64) of each detachable connecting unit. 32. A wagon according to claim 3, characterized in that at least one of the ends of the longitudinal connecting element (23) is made in the form of two diverging branches. 33. A wagon according to claim 32, characterized in that two diverging branches of at least one of the ends of the longitudinal connecting element (23) are open to the maximum width for their interaction with the adjacent end of the sides of at least one of the end platforms (2) or ( 3).

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