WO2002076804A1

WO2002076804A1 - Freight car and a method for loading a freight car

Info

Publication number: WO2002076804A1
Application number: PCT/FI2002/000243
Authority: WO
Inventors: Pekka E. Rapeli
Original assignee: Permar Oy
Priority date: 2001-03-26
Filing date: 2002-03-22
Publication date: 2002-10-03
Also published as: FI110247B; FI20010615A0; FI20010615A

Abstract

The invention relates to a transport wagon for carrying cargo, especially cars, and to a method for loading the transport wagon. The transport wagon comprises a chassis (1) with trains of wheels (2) at its ends. In its central area, the wagon chassis has a recessed loading portion (6), where the vertical level of the upper surface of the chassis is clearly lower than at the ends of the wagon. The wagon is divided into longitudinal cargo segments (8) by means of dividing support walls (4) having cantilever cargo levels. The cargo levels do not form a continuous cover on the chassis, being merely small support surfaces in the corners of the cargo segment, on which the cargo carried in the wagon is supported. The cargo levels are disposed in the dividing support walls so as to be vertically movable. The transport wagon is loaded from the side of the wagon by transferring cars onto the cargo levels by means of any loading device. The cars are placed on the cargo levels supported by removable wheel cages, being thus retained in position during transport without any other attachment. The transport wagon also allows transport of cars placed on pallets. The invention notably increases the transport capacity of transport wagons, since cars can be carried in the wagons on more than two levels. In addition, the stages of loading and unloading the wagons become more rapid, since the cars do not need to be driven through the wagons.

Description

Freight car and a method for loading a freight car

The invention relates to a transport wagon for carrying cargo, especially cars, comp- rising a chassis, trains of wheels and cargo levels.

The invention also relates to a method for loading cars in a transport wagon comprising cargo levels.

As a rule, cars are frequently transported by railway. Vehicles are transported in transport wagons specially made for vehicle transport, comprising two transport levels on top of each other for the cars. The lower transport wagon level may be protected with walls, whereas the upper wagon level is usually open and uncovered. Cars are loaded into the wagon by being driven in position on the transport levels from the wagon ends, and they are subsequently fixed in position on the transport levels by means of separate suspension straps.

Prior art car transport wagons involve several drawbacks. Especially cars located on the upper transport level are totally unshielded during transport, and they are conse- quently frequently damaged and fouled under the action of weather and mischief, among other things. The operation of loading cars into the wagons is slow, because the cars need to be driven into position from the end of the wagon. In the normal loading situation, there are several wagons attached to each other in succession, so that cars must be driven through many wagons before they are correctly positioned. While being driven through the wagons, the cars are at risk of being buckled and scratched. The cars are attached to the wagons by means of suspension straps tied by hand, this being a slow and awkward operation. The unloading of cars is similar to the loading, i.e. the cars are driven out through the ends of the wagon. In other words, a single car or set of cars cannot be unloaded from the wagon without first removing other cars located in front of the cars to be unloaded.

The purpose of the invention is to provide a transport wagon of a new design, especially adapted for car transport, and a method of loading the wagon, which allow the shortcomings and inconveniences of prior art transport wagons to be reduced.

The transport wagon and loading method of the invention are characterised by the features defined in the independent claims. A number of preferred embodiments of the invention are described in the dependent claims. The transport wagon of the invention has a chassis and trains of wheels at the wagon ends, the wagon moving on rails supported by the trains of wheels. The basic idea of the invention is the division of the wagon into longitudinal cargo segments by means of dividing support walls comprising cantilever cargo levels. The cargo levels do not form any continuous cover on the wagon chassis, as is the case in prior art car transport wagons, being merely small support surfaces in the corners of the cargo segment, on which the cargo to be carried by the transport wagon, such as cars, are supported. A large open space will thus be provided in the centre of the cargo segments between the cargo levels. The transport wagon is loaded from the side of the wagon by transferring the cargo onto the cargo levels by means of any loading device. Cars can be loaded in the wagon either as such or placed on pallets.

In a preferred embodiment of the invention, the cargo levels are arranged in the di- viding support walls so as to be movable in the vertical direction. In this embodiment, the cargo levels can be shifted into the optimal vertical position during loading and cargo transport.

In a second preferred embodiment of the invention, the wagon has a recessed cargo portion in its central area, where the vertical level of the upper surface of the chassis is clearly lower than at the wagon ends. This recessed cargo portion provides a notable increase in the transport capacity of the wagon.

In a further preferred embodiment of the invention, the transport wagon comprises removable wheel cages to be placed on the cargo levels for accommodating car tyres. Cars supported by the wheel cages do not require any other attachment during transport.

The invention has the advantage of notably increasing the transport capacity of transport wagons, since cars can be carried on more than two levels in the wagons.

The invention has the further advantage of providing more rapid stages of loading and unloading the cars, since the cars do not need to be driven through the wagons, being instead lifted into position from the side of the wagon. This feature allows se- veral wagons to be loaded or unloaded simultaneously. A method for loading a wagon laterally is also easily automated. The attachment of cars to the wagon is also a clearly more rapid operation than by conventional means. The invention has the further advantage of comprising adjustable transport wagon structures, allowing cars of different sizes to be carried in the wagons. It also allows individual cars to be removed from the wagon without shifting other cars.

The invention is explained in detail below. The description refers to the accompanying drawings, in which

figure 1 exemplifies a car transport wagon of the invention viewed obliquely from the top, figure 2 exemplifies a dividing support wall of the transport wagon of the invention viewed obliquely from the top, figures 3a, 3b, 3c exemplify a number of preferred embodiments of the wheel cages of the invention, figures 4a and 4b are cross-sectional views if the vertical frame of a dividing support wall, figure 5a is an exemplifying lateral view of a car transport wagon of the invention, figure 5b is an exemplifying cross-sectional view of a car transport wagon of the invention, figure 5c is an exemplifying lateral view of a dividing support wall of the transport wagon of the invention, figure 6a exemplifies a car transport pallet, figure 6b shows a pallet loaded with unit load, figure 7 in an exemplifying lateral view of a car transport wagon of the invention and figure 8 is an exemplifying lateral view of a preferred embodiment of the car transport wagon of the invention.

Figure 1 exemplifies a car transport wagon of the invention viewed obliquely from above. The wagon has a longitudinal chassis 1 with trains of wheels 2 at both ends. The wagon has been divided into longitudinal cargo segments 8 by means of dividing support walls 4, two of which are located at the extreme wagon ends and three in the central area of the wagon. In the central area of its chassis, the wagon has a trough-like recessed cargo portion 6, where the upper surface of the chassis is on a clearly lower level than at the wagon ends in the vertical direction. In the end portions of the wagon, the upper surface of the chassis is on a clearly higher level than the upper surface of the trains of wheels. At the recessed cargo portion, the wagon chassis preferably sinks so as to approach the railway tracks to the extent allowed by the free running of the wagon. In the preferred embodiment of the invention shown in the figure, the dividing support walls are located in the wagon with one dividing support wall 4 at both wagon ends and three dividing support walls 4 in the recessed cargo portion of the wagon. The dividing support walls thus divide the wa- gon into four longitudinal cargo segments. The number of dividing support walls is not restricted to five, their number and mutual spacing in the wagon being optional in accordance with the length of the wagon and the length of the cars to be carried in the wagon. The recessed cargo portion can be provided with 4 dividing support walls, for instance, so that the wagon will have a total of five cargo segments. The upper surfaces of the dividing support walls will all be located substantially on the same vertical level, the dividing support walls at the wagon ends being thus shorter than the dividing support levels in the recessed cargo space.

Figure 2 exemplifies a dividing support wall 4 of the car transport wagon of the in- vention viewed obliquely from above. The dividing support wall has two vertically positioned aligned and identical vertical frames 10 composed of beam- like metal members, whose lower ends are attached to each other by means of a lower connecting bar 12 made of metal and whose upper ends are connected by an upper connecting bar 14. The lower connecting bar has the shape of a straight beam-like member, whereas the central portion of upper connecting bar has been shaped as shown with the upwardly curved broken line. The vertical frame comprises two aligned edge columns 16, between which support casings 18 movable in the vertical direction of the vertical frame have been placed. In the preferred embodiment shown in figure 2, there are three support casings, however, they may be provided in any other num- ber. Each support casing has two horizontal cargo levels 20 pointing into opposite directions, on which goods to be loaded in the car transport wagon is placed. The vertical frames are interconnected in alignment by connecting bars, the maximum distance between the outermost edge columns of the vertical frames being substantially equal to or slightly smaller than the maximum admissible clearance profile of the transport wagon. An additional support framework or closed support wall can be fitted between the vertical frames for tying the vertical frames to each other. This solution provides increased structural resistance and rigidity of the dividing support wall.

Figure 2 shows the central dividing support walls 4 placed in the recessed cargo portion 6 of the car transport wagon of the invention. The dividing support walls at the wagon ends have the same structure, except that they are shorter. The dividing support walls at the ends have been shortened at their lower end so that the upper ends of the dividing support walls will be on the same vertical level. Owing to the shortened forks, the end dividing support walls have only two support casings 18. One single cargo level 20 pointing towards the central part of the wagon has been attached to both the support casings.

The edge columns are spaced by two vertical guide bars 22, which are aligned with the edge columns and substantially equally long, and the guide bars are spaced by a threaded shaft 24. The guide bars are metal bars or tubes, which pass through holes in the support casings 18, thus guiding the support casing in an upward-downward movement exactly aligned with the guide bars. The threaded shaft 24 is a metal shaft having a length identical to that of the guide bars and threaded over its entire length on its outer surface. In their central area, the support casings have a hole through which the threaded shaft passes. The support casing holds an engine- operated screw jack 30 (figure 4b), by means of which the support casing is shifted upwardly or downwardly supported by the threaded shaft. The design of the support casing and the screw jack is explained in further detail in connection with the explanation of figure 4b.

The car transport wagon of the invention is especially adapted for car transport, yet it can also carry other goods placed on pallets as explained below. The cars are placed in the wagon with their ends bearing against the cargo levels 20 of the dividing support walls 4. The cargo levels are horizontally positioned rectangular metal brackets composed of shaped plate- like members, whose one end has been attached to the support casing 18 preferably by welding. The cargo levels have a very small horizontal surface area compared to the surface area of the cargo segment. The cargo levels preferably have a width of 300-500 mm and a length of 500-1000 mm. Consequently, they do not form a continuous cover on the cargo segment, but only four support surfaces located in the corners of the cargo segment, allowing support of the cars or any other cargo carried in the wagon. The cargo levels may vary in shape. In figure 2, the cargo levels attached to the two uppermost support casings are vertically wedge-like projections tapered towards the second end, whereas the cargo levels attached to the lowermost support casing are members having equal height at their first end. The shape of the cargo levels has no significance. It is only essential that they are able to reliably carry any load placed on them.

In the embodiment shown in figure 2, two cargo levels 20 located on different sides of the support fork 4 have been attached to the support casing. In this situation, the cargo levels of adjacent cargo segments 18 will always rise and sink simultaneous- ly. In a preferred embodiment of the invention, the cargo levels are arranged in the dividing support walls so as to allow the cargo levels in each cargo segment to be independently raised and lowered without affecting the movements of the cargo levels in the other cargo segments. This feature allows cars of different sizes to be readily placed in the different cargo segments of the transport wagon.

Cars can be carried in the wagons either detached as such or placed on pallets. For the transport of detached cars, wheel cages 26 are placed on the cargo levels to accommodate the car tyres. Lowered on top of the wheel cage, the cars will remain in position on top of the wheel cage without any separate attachment, thus allowing cars to be rapidly installed in the wagon. The wheel cages are locked in immobilised position on the cargo levels when the pins provided on the lower surface of the wheel cages are inserted into the locking holes 28 on the surface of the cargo level. There are several locking holes aligned on the surface of the cargo level, so that the position of the wheel cages on the cargo levels can be adapted to the wheelbase of the car to be carried on the cargo levels in each particular case. Owing to the facilities for adjusting the position of the wheel cages, the car transport wagon of the invention can carry cars with varying wheelbases.

Figure 3a exemplifies a wheel cage 26 of the invention viewed obliquely from above. At both its ends, the wheel cage has an end portion 32 made of metal L-profile, the end portions being spaced by two plate-like intermediate bearers 34, which are substantially aligned and equally long. The intermediate bearers are connected with the end portions by two aligned metal bars 36, and the intermediate bearers are con- nected to each other with a connecting link 38. In figure 3a, the connecting link is a beam-like member made of metal and having branched ends, yet it may also be different.

The wheel cages are placed on the cargo levels as shown in figure 2, with the hori- zontal flank of the end portion bearing against the upper surface of the cargo level and the vertical flank of the end portion bearing against the side of the cargo level. The vertical flanks of the end portions will thus prevent the wheel cages from shifting transversely to the cargo level. On the lower surface of the horizontal flanks of the end portions, there are further pins (not shown in the figure), which fit into the holes 28 on the upper surface of the cargo level, thus preventing movement of the wheel cage on the cargo level. Cars are lifted into the transport wagon with a loading device, preferably a forklift, so that the car tyres get between the rods 36 of the wheel cages and the car will thus be retained in position supported by the wheel ca- ges. The distance between the wheel casing bars is clearly smaller than the diameter of the car tyre, yet large enough for the tyre to be embedded sufficiently deep between the bars.

Figure 3b exemplifies a preferred embodiment of the wheel cage of the invention. In this embodiment, the connecting link 38 is composed of two aligned tubular members, which are curved upwardly. When the transport wagon uses wheel cages equipped with curved connecting links, the upper cargo level can be lowered closer to a car placed on the lower cargo level. The reduced overall height thus achieved can have a crucial impact especially on the transport of high cars.

Figure 3c exemplifies a second preferred embodiment of a wheel cage of the invention. In this embodiment, the end portion 32 and the intermediate bearer 34 have holes for a supplementary bar 40 in addition to the ordinary connecting bars 36. The supplementary bar allows adjustment of the depth of embedding the car tyres between the rods. If the tyre of the car to be carried has a small diameter, it will be too deeply embedded between the bars 36. With a supplementary bar 40 mounted next to the second bar 36, the gap between the bars is reduced and the tyre is embedded on a suitable vertical level between the bars.

Figure 4a shows a horizontal cross-section of the vertical frame of the dividing support wall at the support casing 18. The support casing is a metal member rectangular in cross-section, which is located between the edge columns 16 of the vertical frame. At their edges, the edge columns have short projections 46 in the longitudinal direction of the columns, which bear against the longitudinal sides of the support casing. In the vicinity of the two sides if the support casing, there are holes 42, through which guide bars 22 pass. There is an additional hole 44 in the central area of the support casing, through which a threaded shaft 24 passes.

Figure 4b shows the vertical frame of the dividing support wall in vertical cross- section at the support casing 18. The support casing has an opening 48 in the centre, where a screw jack 30 is located. The screw jack is solidly fixed to the support casing. The screw jack is is a conventional engine-driven lifting device, through which the threaded shaft 24 passes. When the jack engine is actuated, the screw jack and the associated support casing will shift to a different vertical position on the threaded shaft. The projections of the edge columns and the guide bars guide the movement of the support casing such that the support casing will move vertically in exact alignment with the guide bars, being prevented from rotating into different position during the movement. The cargo levels attached to the support casing will rise or sink along with this in the vertical direction. The screw jack is guided with an associated control device, which is not shown in the figure.

The hoisting mechanism shown in figures 4a and 4b is an advantageous way of providing vertical movement of the support casing. The hoisting mechanism can also be carried out in some other way, for instance by replacing the screw jack with a nut or a ball screw engaging the walls of the opening 48 and through which the threaded shaft 24 passes, and the lifting screw being rotated at its end by an actuator. This yields the same effect, in other words, the support casing is shifted upwardly or downwardly supported by the lift screw. In this case, the lift screw needs to be divided into distinct sections that can be independently rotated for each support casing to be independently moved.

Figure 5 a shows an exemplifying side view of a car transport wagon of the invention loaded with cars 100. One lateral wall of the recessed cargo portion 6 has been removed from the transport wagon in order to expose the wagon design. Cars 100 are loaded into the wagon from the side of the wagon by lifting them into position with a loading device supported by wheel cages placed on the cargo levels 20 of the dividing support walls 4. Loading of the wagon is started by lifting the lowermost cargo levels 20 of the two central cargo segments of the recessed cargo portion to a suitable loading height and by transferring the cars on top of these. During the loading of the lowermost cargo levels, the central and uppermost cargo levels are shifted as high up as possible to avoid their interfering with the loading process. After the cars have been loaded, the lowermost cargo levels are lowered back to the bottom of the recessed cargo space.

Next, the central cargo levels are lowered to a suitable loading height on top of the lowermost cargo levels, and the cars 100 are transferred on top of these with a loa- ding device. When the central cargo levels are filled, the uppermost cargo levels are lowered to a suitable loading height and the cars are transferred on these with a loading device. Thus the entire train has been loaded. At the destination, the cars are unloaded accordingly in the inverse order. Individual cars can be unloaded from the central and uppermost cargo levels of the wagon also in random order without ha- ving to remove other cars from the wagon.

For loading cars into the wagon, any known loading device can be used, such a forklift truck. The cargo levels are located at the extreme ends of the cargo segment, so that a large open space is provided in the central area of the cargo segment. The cargo segment being open at its centre facilitates loading by providing increased visibility during loading and large freedom of movement for the forks of the forklift truck. For loading, one may use a separate loading station especially devised for this purpose, where wagons are loaded and the cargo is unloaded with the aid of automated loading devices. When automated loading devices are used, the control equipment of the loading device can be set to operate jointly with the control devices of the cargo levels of the wagon. For loading the wagon, the lateral walls of the wagon must naturally be open to allow cars to be transferred into the wagon from the wagon side. The car transport wagons of the invention are advantageously equipped with side walls and a roof structure that can be opened. Then the walls and the roof are opened for the duration of the loading and the unloading of the wagon and are closed during the transport of the wagons. In this manner, the valuable cargo will remain undamaged during the transport.

Figure 5b shows an example of a transport wagon of the invention loaded with cars in cross-section. The figure shows how the movable cargo levels of the invention allow cars to be placed very close to each other in the vertical direction, achieving very high transport capacity of the wagon. The upwardly curved connecting link of the wheel cages 26 provides additional space in the vertical direction, which may be a crucial feature in the transport of certain types and models of cars. Transport wagons can be manufactured with different heights and widths in accordance with the particular admissible wagon dimensioning criteria implemented in different countries. In Central Europe, the maximum admissible wagon height varies in the range 4300 to 4650 millimetres, and in Finland and Eastern Europe for instance, it is 5300 mm. Cars may well be loaded on three levels into such wagons, In some countries, the maximum admissible wagon height allows cars to be placed even on four levels in the wagons. The US is such a country, where the maximum admissible wagon height is over 6 metres.

Figure 5c shows a lateral view of an exemplified dividing support wall 4 of a transport wagon of the invention. The cargo levels 20 of the dividing support wall are articulated 50 in the vertical frame 10, so that the cargo levels can be swung up in vertical position against the vertical frame if necessary. For instance, when high delive- ry cars or space cars are carried by the transport wagon, the uppermost cargo levels can be swung into vertical position and the central cargo levels can be shifted upwardly approximately to the medium height of the vertical frame, as shown in figu- re 5c. In this case, high cars can be loaded on two levels in the wagon. The facilities for swinging the cargo levels thus provide further versatility of the wagon.

Cars 100 can be carried by the transport wagon of the invention either as such or placed on a separate pallet. The pallet is a plate-like member, on which cargo to be carried, such as cars, is placed and attached for the duration of the transport. Figure 6a shows an example of such a known pallet 102 especially intended for the transport of cars, having recesses for the car tyres on its upper surface. The car is transferred on the pallet and fixed into position with fixing means included in the pallet. After this, the pallet and the car loaded on this is handled as a unit over the entire transport chain, in other words, the car is not removed from the pallet until it reaches its destination. The pallet is surrounded on all sides by two fork tubes 104, allowing the pallet to be gripped by a forklift truck, for instance. A car placed on the pallet is loaded in the wagon in the same way as detached cars, i.e. the pallet with the car is lifted with a lifting device on top of the cargo levels of the dividing support walls. When palletised cargo is carried, no wheel cages are placed on the cargo levels, but the pallets are attached to the cargo levels by means of separate locking methods and devices. Some conventional locking means can advantageously be attached to the lower surface of the pallets and the upper surface of the cargo levels, these means locking the pallet in immobilised position automatically when the pallet is lowered on the cargo levels.

Figure 6b shows a pallet 102, on which unit load 106 has been loaded. Using pallets, the car transport wagon of the invention is applicable to the transport of other cargo than cars as well. The cargo to be carried is fixed to the pallet at the place of departure, and then it is handled in the loading and unloading situations in the same way as pallets loaded with cars. The unit load to be carried may consist e.g. of car spare parts, which are carried from the factory to retail dealers in the same wagon as new cars. Transport wagons of the invention can thus be used in any transport ope- rations of the automobile industry.

Figure 7 shows an exemplifying side view of a loaded car transport wagon of the invention. Detached cars 100 have been loaded in the first cargo segment 8 of the illustrated wagon, and cars placed on pallets 102 have been loaded in the second car- go segment. The third and fourth cargo segment contains unit load 106 loaded on pallets. The transport wagon of the invention is extremely versatile and it is well adapted to the multiple transport requirements of the automobile industry. Figure 8 shows an exemplifying side view of a preferred embodiment of the transport wagon of the invention. In this embodiment, the extreme dividing support walls 4 of the wagons are not located at the extreme end of the wagon chassis, but at a distance of a few metres from the wagon end. In addition, the extreme dividing sup- port walls comprise cargo levels pointing away from the wagon, besides cargo levels pointing towards the central portion of the wagon. Thus a supplementary cargo segment 8a will be formed between interconnected successive wagons, the dividing support walls at the ends of the segment being located in different wagons. This preferred embodiment of the invention allows the empty space between the wagons to be utilised. Cars to be carried are placed in the supplementary cargo segment in the same way as in the other cargo segments, either by supporting the car on wheel cages placed on the cargo levels, or by placing a car loaded on a pallet directly on the cargo levels. Since the longitudinal play of the wagon is small at the joint between the wagons, and since the wagons get slightly out of line at curves of the track, the mechanisms for fixing the pallets placed in the supplementary cargo segment and the wheel cages must be such that can adapt to these movements. The preferred embodiment of the invention shown in figure 8 is especially well adapted for short wagons, which do not have a bogie but a single-axle train of wheels at their ends. When such wagons are coupled to each other with special coupling devices, a pair of wagons can be interpreted as one single wagon under railway regulations, provided that its length is within the permissible range.

A number of preferred embodiments of the transport wagon and the loading method of the invention have been described above. The invention is not restricted precisely to the solutions described above, the inventive idea being applicable in numerous ways within the scope defined by the claims.

Claims

1. A transport wagon for carrying cargo, especially cars (100), comprising a chassis (1), trains of wheels (2) and cargo levels (20), characterised in that the wagon is divided into longitudinal cargo segments (8) by means of dividing support walls (4) and in that the cargo levels (20) are cantilever members attached to the dividing support walls.

2. A transport wagon as defined in claim 1, characterised in that the dividing sup- port walls (4) comprise two aligned vertical frames (10) and in that the cargo levels

(20) are disposed in the vertical frames.

3. A transport wagon as defined in claim 2, characterised in that the cargo levels (20) are disposed in the vertical frames (10) so as to be movable in the vertical di- rection.

4. A transport wagon as defined in claim 3, characterised in that the vertical frame (10) comprises vertical edge columns (16) and support casings (18) movable in the longitudinal direction of the edge columns, and in that the cargo levels (20) are at- tached to the support casings.

5. A transport wagon as defined in claim 4, characterised in that the vertical frame (10) additionally comprises guide bars (22), which are parallel with the edge columns (16) and pass through the support casings (18).

6. A transport wagon as defined in claim 4 or 5, characterised in that the vertical frame (10) additionally comprises at least one threaded shaft (24) parallel with the edge columns (16) and a screw jack (30) for raising and lowering the support casings (18).

7. A transport wagon as defined in any of claims 1-6, characterised in that the cargo levels (20) are articulated (50) in the dividing support walls (4).

8. A transport wagon as defined in any of claims 1-7, characterised in that the wa- gon chassis (1) comprises a recessed cargo space (6), where the upper surface of the frame is substantially on a lower vertical level than at the wagon ends.

9. A transport wagon as defined in any of claims 1-8, characterised in that the cargo, such as cars (100), is adapted for loading into the wagon with the cargo supported at its first end by the cargo levels (20) of the dividing support wall (4) at the first end of the cargo segment (8) and at its second end by the cargo levels of the divi- ding support wall at the second end of the cargo segment.

10. A transport wagon as defined in any of claims 1-9, characterised in that the dividing support walls (4) have several cargo levels (20) on to of each other for loading cargo, such as cars (100) on several levels on the cargo levels.

11. A transport wagon as defined in any of claims 1-10, characterised in that the dividing support walls (4) are disposed at the wagon ends such that wagons placed in succession are connected by a supplementary cargo segment (8a), the dividing support wall (4) at the first end of this segment being in the first wagon and the di- viding support wall at its second end being in the second wagon.

12. A transport wagon as defined in claim 11, characterised in that the cargo levels (20) have removable wheel cages (26), which at their ends have a space for the car (100) tyres, the ends being connected by a connecting link (38).

13. A transport wagon as defined in claim 12, characterised in that the connecting link (38) is curved upwardly at its central portion.

14. A transport wagon as defined in claim 12 or 13, characterised in that at its ends, the wheel cages have an end portion (32) and an intermediate bearer (34), which are mutually connected by two bars (36), and in that the car tyre is adapted for fitting in the space defined by the end portion, the intermediate bearer and the bars.

15. A method for loading cars (100) in a transport wagon comprising cargo levels (20), characterised in that the cars are transferred into the wagon through the wagon sides.

16. A method as defined in claim 15, characterised in that the cars (100) are lifted into the wagon by means of a loading device and are lowered on the cargo levels (20).

17. A method as defined in claim 15 or 16, characterised in that cars (100) are loaded in the transport wagon on several levels on top of each other.

18. A method as defined in any of claims 15-17, characterised in that the cars (110) are first placed on a pallet (102) and are then transferred as palletised cargo into the transport wagon.