EP0672566A1 - Method and system for loading and unloading of wagons for the transport of road vehicles and rail car therefore - Google Patents

Abstract

The system uses trucks which have a bogie at each end (6,6') and a covered platform (100,101) pivoted between the two ends which enable the ends of the trucks to be opened by running the bogies along parallel rail tracks (21,22) by means of points (23). Once the truck bogies are on the parallel rail tracks the open ends of the trucks lie at an angle to the tracks and they can be loaded/unloaded from either end using suitable road vehicles.

Description

The present invention is in the field of the transport of goods by rail, and more particularly the transport on rails of road vehicles, such as trucks, trailers or semi-trailers.

The idea of transporting road assemblies by rail has been known for a long time, aimed at reducing road traffic and increasing the speed of transport, with the expected consequences: reduction of pollution, increased safety, etc ... The implementation of this transport system has however encountered up to now, many problems relating in particular to the gauge of the railways. Indeed, in many countries, the normal gauge of the railways are such that they do not allow the transport of trucks on wagons whose floor is above the wheels, the cumulative height of the wagon and the truck or of its trailer well beyond the said gauge.

Furthermore, there is the problem of loading and unloading trucks on the wagons.

A solution currently used is to reduce the diameter of the wheels of the wagons, so as to be able to lower the level of the floor. In this system, the cars are designed so that the trucks can pass from one to the other while rolling on their floors, during loading or unloading. This system has several drawbacks which affect its profitability. First, the trucks are loaded and unloaded in a line, rolling one behind the other on the wagons, which results in a relatively long loading and unloading time when the number of trucks becomes large, and it is excluded from charging or unload a truck in the middle of the train without moving all the others. Furthermore, reducing the diameter of the wheels from around 920 mm for conventional wagons to just 360 mm for these special wagons poses many problems. Being small, these wheels turn very quickly, which limits the speed due to overheating; moreover, they wear out quickly. It is therefore necessary to replace them frequently, and the operating cost of this system is very high. In addition, despite the lowering of the floor, the height of the transportable trucks or trailers is limited.

Another solution is to use wagons of the conventional type with a floor at the usual height, but it is then necessary to make special railroad tracks with large gauge, which is very expensive, and requires very long commissioning times from when these tracks should be built over long distances. In addition, the trucks are then located at a great height relative to the rails, which is detrimental to the balance of the load, especially at high speed and in curves.

We also know low-loader wagons, with wheels of the usual dimensions, and whose chassis is lowered between the two bogies. But it is impossible to load trucks or semi-trailers on such wagons on their own, due to the lack of sufficient space to maneuver them between the ends of the wagon, which are necessarily much higher to be able to rest on the bogies.

In an attempt to remedy this problem, it is proposed in document WO-A-91 07301 to place on the lowered central part of the chassis an intermediate loading floor which can be raised and pivoted horizontally during loading or unloading, for the place obliquely to the chassis and thus clear the ends of the floor to allow vehicles or containers to pass directly from a loading dock onto the floor, or vice versa, in the longitudinal direction of said floor. However, the superimposition of the chassis and the intermediate floor leads to a significant increase in the height of the floor relative to the level of the rails, and therefore reduces the possible height of transportable vehicles or containers while respecting the gauge of the railway tracks. In addition, the system described in this document requires the use of lifting means to raise the floor. These lifting means being located in a fixed position on the loading area, it would therefore be necessary to position the wagons very precisely during these operations.

Furthermore, document DE-A-4213947 describes a wagon loading system, in which the bogies of a wagon are directed on two parallel tracks, so as to place the chassis and the loading floor perpendicular to these tracks, the chassis swiveling on platforms linked to bogies. The floor is at a high level, very clearly above the wheels and bogies. The loading or unloading of the containers is carried out by moving, in the longitudinal direction of the chassis, directly from the floor of the wagon to a platform of a road vehicle oriented in this direction. However, the levels of the floor and of the said platform must be substantially equivalent, which creates significant limitations as regards the type of vehicle adapted to this system. In the case of road vehicle transport, it would be necessary to provide a platform of suitable height so that these vehicles can pass directly by rolling from the floor of the wagon to the platform, and vice versa. In addition and above all, the high level of the floor greatly limits the height of the vehicles transportable on these wagons while respecting the gauge of the railway tracks.

The present invention aims to remedy the problems mentioned above and aims to allow the transport of trucks or semi-trailers of current dimensions on railways with the usual gauge, using bogies or axles with wheels of conventional dimensions, and make loading and unloading more convenient and faster.

With these objectives in view, the invention particularly relates to a wagon for transporting road vehicles or containers, comprising, towards each of its ends, a bogie having a given direction of travel on a railroad track, and a platform main form of loading having a longitudinal direction and comprising a loading floor, the said floor being able to be oriented transversely to the said rolling direction thanks to articulations of vertical axis between the said platform and each of the bogies, characterized in that that it comprises end platforms each bearing on a bogie, the said articulations connect the main platform with the said end platforms, and the axes of the said articulations are respectively located at one and the other side of the wagon.

As will be better understood later, the lateral position of said articulations allows, by a relative pivoting of sufficient clearance of the loading platform and the end platforms, to release the ends of the main platform , laterally to the end platforms and to the bogies.

This arrangement therefore makes it possible to place the floor at a very low level, without being limited by the size of the joints and without the inevitable size of the bogies at height being a hindrance for an autonomous loading of the transported vehicles, directly from '' a loading area located for example substantially at the track level. In addition, the joint being located laterally, it can be offset longitudinally in the direction of the central part of the wagon, that is to say at a certain distance from the end of the main platform. Thus, by relative pivoting of the main platform and the end platforms around the axis of this articulation, the wagon is "open", that is to say that the end of said flat main form is released from the corresponding bogie, which then no longer constitutes an obstacle for the free passage of vehicles, and this without the angle of said pivoting being very large.

The fact that the floor can be very low also leads to lowering the center of gravity of its load, and of the wagon as a whole, which improves safety by giving it more stability and in particular by reducing the risk of tipping in the event of derailment.

Another advantage is that it is possible to use rolling members, bogies and axles, and braking members, with the usual dimensions, conventionally used on current wagons.

It is specified that the term "bogie" used in this specification designates both a conventional bogie with two or three axles and a set of bearings with a single axle.

The invention also relates to a process for loading or unloading road vehicles or containers on wagons of the type defined above, characterized in that the central platform is pivoted relative to at least one of the platforms. end shape with an angular offset sufficient to allow the passage of said vehicles or containers, in the longitudinal direction of the central platform, next to said end platform and a vehicle or container is loaded or unloaded doing it move from a loading area on said platform, or vice-versa, in the longitudinal direction thereof.

Thanks to the invention, insofar as said platform includes a floor of sufficient dimensions to place one of said vehicles and on which said vehicle can roll, it is thus possible to load or unload a truck or semi-trailer easily. , for example on a wagon located anywhere on a wagon set, and also load or unload several wagons simultaneously.

In addition, it is possible to insert one or more locomotives in the middle of the wagon set, which makes it possible to pull heavily loaded trains, without excessively increasing the efforts at the locomotive and head wagon coupling hooks. oar.

Furthermore, since the loading floor can be very close to the rails, it is thus possible to allow the loading and transport of very high road vehicles while remaining within the normal gauge of the railway tracks.

According to a first variant of the method, to pivot the central platform relative to the end platforms, the first bogie is engaged on a first track, the second bogie is engaged on a second track parallel to the first, and which is connected to it by a switch, whereby the main platform is oriented transversely to the two tracks with its ends directed towards the said loading area located on either side of the two tracks.

We can then move the wagon in said rolling direction by rolling a bogie on each track to a loading position in which, the wagon being stopped, its loading or unloading can be carried out

According to another variant, the bogies of a wagon being located on the same track, the central platform is pivoted relative to the end platforms by pivoting the end platforms so as to orient them transverse to the track.

• la figure 1 est une vue en perspective d'un wagon selon l'invention, en position "ouverte" de chargement ou déchargement, dans une première variante de mise en oeuvre du procédé, utilisant deux voies parallèles,
• la figure 2 est une vue de profil du wagon en position "fermée" de circulation normale lors du transport d'un tracteur avec semi-remorque,
• la figure 3 est une vue de dessus du wagon en position de circulation,
• la figure 4 est une vue de dessus, correspondante à la figure 1, en position de chargement ou déchargement,
• la figure 5 est une vue en coupe de la plate-forme principale, chargée d'un camion,
• la figure 6 est une vue en perspective d'une variante de réalisation du wagon,
• la figure 7 est une vue de dessus d'un ensemble de wagons lors de leur arrivée sur l'aire de chargement, dans le cas de la première variante de mise en oeuvre du procédé,
• la figure 8 est une vue de dessus des wagons lors du chargement ou déchargement des camions, dans la même variante,
• la figure 9 est une vue de dessus des wagons lors de leur déplacement sur les voies parallèles, reliés entre eux par des moyens de liaison,
• la figure 10 est une vue d'une variante de ces moyens de liaison,
• la figure 11 est une vue en coupe du wagon, dans une variante de réalisation sous forme de structure fermée,
• la figure 12 est une vue schématique partielle en perspective d'une extrémité du wagon selon la variante de la figure 11, en position de chargement,
• la figure 13 est une vue en coupe d'une autre variante de réalisation d'un wagon avec capot articulé, lors du chargement d'un camion,
• la figure 14 est une vue en coupe de ce wagon en position de transport,
• la figure 15 est une vue schématique d'un système de liaison des bogies aux plates-formes d'extrémités, lors du déplacement sur une voie droite,
• la figure 16 est une vue correspondante, lors du déplacement sur une voie courbe,
• la figure 17 est une vue de détail de l'extrémité de la plate-forme principale,
• la figure 18 est une vue schématique de dessus d'un ensemble de wagons dans une variante où une même plate-forme d'extrémité est utilisée pour deux wagons adjacents,
• la figure 19 est une vue schématique d'une seconde variante de mise en oeuvre du procédé, utilisant une seule voie dans l'aire de chargement et déchargement.
• la figure 20 est une vue d'une autre variante encore, utilisant une seule voie comportant des éléments de voie pivotants pour faire pivoter les bogies et plates-formes d'extrémité des wagons,
• la figure 21 montre encore une autre possibilité d'utilisation des wagons selon l'invention, ne nécessitant qu'un aiguillage de voie de type courant.

Other characteristics and advantages will emerge from the description which will be given of an embodiment of the invention. Reference is made to the appended drawings in which:

• FIG. 1 is a perspective view of a wagon according to the invention, in the "open" loading or unloading position, in a first variant implementation of the method, using two parallel tracks,
• FIG. 2 is a side view of the wagon in the "closed" position for normal circulation when transporting a tractor with a semi-trailer,
• FIG. 3 is a top view of the wagon in the running position,
• FIG. 4 is a top view, corresponding to FIG. 1, in the loading or unloading position,
• FIG. 5 is a sectional view of the main platform, loaded with a truck,
• FIG. 6 is a perspective view of an alternative embodiment of the wagon,
• FIG. 7 is a top view of a set of wagons when they arrive on the loading area, in the case of the first variant of implementation of the method,
• FIG. 8 is a top view of the wagons when loading or unloading the trucks, in the same variant,
• FIG. 9 is a top view of the wagons during their movement on the parallel tracks, linked together by connecting means,
• FIG. 10 is a view of a variant of these connecting means,
• FIG. 11 is a sectional view of the wagon, in an alternative embodiment in the form of a closed structure,
• FIG. 12 is a partial schematic perspective view of one end of the wagon according to the variant of FIG. 11, in the loading position,
• FIG. 13 is a sectional view of another alternative embodiment of a wagon with hinged cover, when loading a truck,
• FIG. 14 is a sectional view of this wagon in the transport position,
• FIG. 15 is a schematic view of a system for connecting the bogies to the end platforms, when moving on a straight track,
• FIG. 16 is a corresponding view, when moving on a curved track,
• FIG. 17 is a detailed view of the end of the main platform,
• FIG. 18 is a schematic top view of a set of wagons in a variant where the same end platform is used for two adjacent wagons,
• FIG. 19 is a schematic view of a second variant of implementation of the method, using a single track in the loading and unloading area.
• FIG. 20 is a view of yet another variant, using a single track comprising pivoting track elements for pivoting the bogies and end platforms of the wagons,
• FIG. 21 shows yet another possibility of using the wagons according to the invention, requiring only a common type of track switch.

The wagon, shown in Figures 1 to 5, has a main platform 1 comprising a loading floor 2 and two side rails 3 assembled to form a rigid beam of "U" section (see FIG. 5). The floor, of small thickness, comprises in its median part, a longitudinal reinforcement 4 providing, on each side, tracks 5 for the vehicles.

The wagon also comprises two identical end platforms 6, 6 ′, each provided with a bogie 7, here with two axles. It will be noted that the bogies could also have three axles, or, conversely, be replaced by one or more axles linked directly to the end platform. The axles are of the conventional type, and in particular are fitted with wheels of the usual diameter, that is to say about 920 mm.

The end platform is therefore located above the bogie 7 and the wheels 8, and conventionally carries at its end 9 buffers and a coupling system not shown. The dimensions of this end platform are such that the bogie does not extend beyond the platform 6. On one side of the end platform 6 is rigidly fixed a reinforced arm 10, which extends towards the middle of the wagon, beyond the inner edge 11 of the platform. The end of this arm carries a hinge 12 of vertical axis which connects it to the main platform 1, on one of the side members 3, provided for this purpose with a gusset 13 of reinforcement. The other end platform is identical, its arm 10 ′ therefore being located on the side of the wagon opposite to the arm 10, and connected to the other spar by an articulation 12 ′.

Each spar 3 has at its end support means 14, 14 'on the inner edge 11 of the end platform. Thus, when the wagon is in the normal running position (Figure 2), these support means 14, 14 'rest on the end platform and transmit the load of the platform to it. principal 1. Blocking means (not shown) are provided between these bearing means and the end platform, to ensure the rigidity of the wagon in this position and to transmit the traction forces.

Preferably, the inner edge 11 of the end platform is curved, in an arc having the axis of the joint as a center. Thus, when the wagon is "open", the end of the beam 3 provided with the articulation 12 remains in support, by the support means 14, on the end platform.

When the wagon is loaded with a road vehicle 15, truck or semi-trailer, it is placed between the longitudinal members 3, its wheels resting on the floor 2. It will be noted that the longitudinal members 3, which ensure the rigidity of the platform -form 1, can also serve as retaining means in case the loaded truck moves laterally. As can be seen in Figures 2 and 5, the loading floor 2 is located at a very low height above the rails, for example 150 mm, which is made possible, despite the large height of the platforms d 'ends, by the fact that the floor is between the front and rear bogies of the wagon. This low height allows the loading of relatively tall trucks without exceeding the standard gauge of conventional railways. Furthermore, the wheels thus being able to be of current dimensions, such wagons can travel at high speed, for example 160 km / h, without fear of excessive heating and without excessively rapid wear of the wheels.

Before continuing the description of the other elements of the wagon, we will now describe, in relation to FIGS. 7 and 8, the installation, or "terminal", of loading or unloading of the vehicles transported on these wagons.

This installation comprises a first railway track 21, which may be in line with the track main on which a train of wagons arrives at the terminal, and a second track 22, parallel to the first, and connected to the latter by a switch 23.

When a wagon 100 arrives at the switch, after having released the previously mentioned locking means, its front platform 6 is directed towards a track, for example track 22. When the front platform 6 is engaged on this track, the switch 23 is actuated by automatic control means, so that by continuing to advance the wagon, its rear platform 6 ′ engages on the other track 21. In doing so, the platform -Main form 1 pivots relative to the two end platforms 6, 6 ', by placing itself transversely to the tracks 21, 22. It will be noted that the end platforms have been directed respectively towards the tracks 21, 22 , so that their joints 12, 12 'are on the side located in the zone 24 between the tracks. It will also be noted that the adjacent end platforms of two consecutive wagons 100, 101, must have their respective articulations 12, 12 '' located on the same side, so that the main platforms of two consecutive wagons pivot in opposite directions.

When the wagons 100, 101 are brought into their loading and unloading position (Figure 8), their respective main platforms are therefore oriented obliquely to the tracks, making an angle with them such that the open ends of said main platforms are entirely disengaged from the end platforms, thus allowing the trucks to get on or off the wagons without being hindered by said end platforms.

The distance between the tracks 21, 22 is determined according to the length of the wagons so as to allow the total clearance of the ends of the main platforms, which therefore requires an inclination minimum of these platforms compared to the tracks. Furthermore, so that this inclination is not excessive, it is necessary that the distance dl between the axis of the joint 12 and the end of the main platform, which determines the length of the cantilever arm 10, sufficient to ensure said clearance. In practice, this results in the fact that, in the loading position, the corner 18 of the end platform, situated on the side opposite the arm 10 is substantially in alignment with the beam 3 carrying the articulation 12 (FIG. 4).

On either side of the two tracks are loading areas 25 on which the trucks can travel. These areas are located at a level close to that of the top of the track rails so that the trucks 15 can pass from area 25 to the floor without excessive elevation, the passage being facilitated by folding ramps which are provided with the ends of the platforms - main forms.

Such a ramp 16 is shown diagrammatically in FIG. 17. It is articulated horizontally on the end edge of the floor in order to be able to fold down by resting on the area 25. In its raised position, it constitutes an end door of the platform and contributes to its rigidity. To this end, it is provided with means 17 for connection and locking on the longitudinal members 3, which provide a separable rigid connection with these and which remain engaged as long as the wagons are not stopped, thus avoiding twisting of the main platform, in particular when moving the latter in a transverse position relative to the tracks, position in which the support means 14 'no longer rest on the end platform.

The two tracks 21, 22 meet, as indicated above, at the point 23, at the entrance to the loading terminal. A similar switch can be provided at the other end of the terminal, the length of tracks 21, 22 being such that a complete train of wagons as well as the locomotive or locomotives and accompanying cars for truck drivers can park there. staying between the two points. As seen in Figure 8, when the train is thus positioned, the main platforms are arranged, in top view, in triangular slots. Thanks to this arrangement, the trucks can descend from the main platforms at the same time on each side of the train, without getting in the way. The loading of the other trucks can be done practically at the same time as the unloading, by the other end of the main platform (according to the arrows indicated in figure 8), which allows very short loading and unloading times.

As will be understood, the construction of a terminal is very simple, and does not require raised platforms or unloading gantries. The track rails can simply be embedded in the ground of the loading areas 25, allowing all vehicles to roll on these areas without being hindered by the rails.

When the wagons arrive at the terminal, after passing the switch, and when they move with their bogies on two different tracks, the locomotive traction effort would tend to put the wagons back in line by subjecting them to constraints important, as well as the rails. To avoid this, it is planned to connect the most distant ends of two adjacent wagons together. To this end, connecting means 26 such as cables, chains or articulated drawbars are fixed between the ends of the main platforms of the two said wagons 100, 101 (FIG. 9), with adjustment and tensioning means. 27, such as reels or the like, to be able to adjust the spacing between the fixing points of these connecting means, because this spacing varies as long as the bogies of the wagons are not all on areas of parallel tracks, which is the case near the switches. When the wagons are put back in line for normal circulation, these connecting means are unhooked from one wagon and rolled up or assembled on the other.

According to another variant (shown in FIG. 10), to perform the same function, the terminal is provided with a cable system 28 and return pulleys 29, 30, 31, 32. The cable 28 passes between the two rails of each track, and the bogies are fitted with hooking systems such as clamps 33, which can hang firmly on the cable. The pulleys 29 to 32 are arranged so that the cable 28, when it is driven in translation in the direction of a track 21, according to arrow 34, moves in the same direction on the other track 22. When the first bogie of the first wagon behind the locomotive hooked on the cable, it drives the latter in its movement, and therefore drives all the other bogies of the other wagons which successively hook on the cable in the same way .

If the structure of the wagons, in particular that of the main platforms, is sufficiently rigid, the main platforms may rest, in the "open" position of the wagons, only on the articulations 12 and one of the support means 14. To lighten this structure and / or provide better support for the ends of the main platforms when moving the wagons on the terminal, the main platforms 1 are provided with retractable support and bearing means 35, schematically represented in FIG. 1 , adapted towards the end 36 of the spar 3 located on the side opposite the articulation 12. These support and rolling means comprise for example a jack 37 which carries wheels 38. When the wagon begins to open, the wheels are lowered by means of the jack 37 until it rests on a rolling and guide track 39 arranged on the loading area and along the tracks 21, 22 outside of these (Figure 7). Such rolling means make it possible to permanently support the angle 36 of the main platform furthest from the articulation 12, when the wagons move on the parallel tracks 21, 22, and when the trucks are unloaded or loaded. . When returning to the normal running position of the wagons, these support and rolling means are raised and released to allow the main platform to come to rest on the end platform.

According to a variant shown in FIG. 6, the support of the angle 36, when the wagons are moving in transverse position relative to the tracks, can be provided by a foldable bracket 40, fixed and articulated on the end platform 6 and the end of which is fixed in a removable manner on the end of the beam 3 at the level of said angle 36. When the wagon is immobilized, a support jack 41 linked to the main platform in the vicinity of angle 36, comes to rest on the ground, then the end of the stem is detached from the spar 3 and the stem is folded (as shown in the right part of Figure 6) so as to release the end of the platform main to allow passage to trucks.

In FIG. 6, a reinforcement structure 42 of the arm 10 has also been shown, fixed on the end platform and notably comprising a reinforcement oblique bar 43, connecting the axis of the articulation 12 to the opposite side of the end platform, to give better rigidity to the arm 10.

In another embodiment (FIGS. 11 and 12) the wagon comprises a rigid cowling 44 forming with the platforms 1, 6, a closed section structure whose external dimensions are determined so as to remain within the standardized template. Such a closed structure gives the whole wagon greater rigidity and better resistance to torsion of the main platform in the open position of the wagon. In addition, the articulation 12 which then extends over practically the entire height of the side of the wagon, provides better support.

Figures 13 and 14 show yet another embodiment, in which the rigidity of the wagon is provided essentially by the U-shaped section platform described above for an open wagon. In order to have better hydrodynamics when traveling at high speed, and also to provide some protection to trucks, the wagon is provided with a light cover, for example made of rigid plastic, which is preferably composed of two parts 46, 47. Each of these parts is articulated along a horizontal pivot axis 48, 49 on one side of the main platform 1, the two parts joining at the top 50 of the wagon, above the truck 15. During the loading or unloading, the covers 46, 47 are separated from one another (FIG. 13) by pivoting around said axes 48, 49, which leaves more space for the truck in loading between its upper angles 15 ′ and said covers, and facilitates the maneuvering of the truck. Once the truck has stopped in place, the hoods are brought together and locked (Figure 14), and can then come safely into contact with the upper corners, which makes the most of the space available while remaining within the template.

According to another preferred arrangement, the bogies 7 are linked to the end platforms 6 by a system 51 of rods, arranged so that the bogie can pivot relative to the platform 6 around a fictitious pivot axis 52 offset towards the central part of the wagon, relative to the center of the bogie. This arrangement is shown schematically in Figures 15 and 16. In the drawing of Figure 15, there is shown the relative position of the bogie 7 relative to the end platform 6, when the wagon travels on a straight track. In a curve, if the bogie was conventionally linked by a central pivot to the platform, due to the long length of the wagons and the distance of the bogies from each other, the central part of the wagon would be strongly shifted towards the inside of the curve, with the risk of going out of the template.

This offset is reduced when the bogie pivot is located, even for long wagons, more towards the middle of the wagon. The link system 51 makes it possible to approach these conditions by creating a fictitious pivot 52, more distant from the end of the wagon than the center of the bogie. Thus, in a curved track (Figure 16), the bogie remains centered on the axis 53 of the track, but is laterally offset relative to the axis 54 of the wagon, the fictitious pivot axis 52 remaining plumb with the axis of the track. From the point of view of the passage of the wagon in the template, everything therefore happens as if the bogie was at the level of said fictitious pivot.

According to an alternative embodiment of the wagons, the end platform 55, 56 of a wagon also constitutes the end platform of an adjacent wagon. According to this variant shown schematically in Figure 18, a wagon train comprises several platforms 55, 56 mounted on bogies or axles, each platform comprising, on the same side, two arms 10, 10 '', one of the arm being similarly connected by a hinge 12 to a main platform 1, and the other arm being connected to another main platform 1 '. Each platform 55, 56 is therefore equivalent to a group of two adjacent end platforms, as described previously. The arms 10, 10 '' of a platform 55 are located on the side opposite to the arms of the following platform 56 to allow the positioning in slots of the main platforms, described above for loading vehicles. In this variant, it is the joints 12 which, by slightly pivoting, allow a misalignment of the platforms in the curved tracks (the track curvature shown in FIG. 18 has been deliberately exaggerated). The arms 10, 10 '' could also be arranged on opposite sides of the end platform common to two wagons and which then comprises two articulated bogies. In this case, this end platform is itself placed transversely to the tracks with its two bogies located respectively on the two tracks, all the main platforms then being oriented in parallel.

It is also possible to use the articulated wagon according to the invention in a loading and unloading terminal comprising a single track, according to the variants shown in Figures 19 and 20.

In the case shown in FIG. 19, the end platforms of the wagons are pivotally mounted on the bogies, and means are provided to pivot the said central platform relative to the said end platforms, so to clear the ends of the loading floor. For this, the wagons are brought to track 71 in the normal running position, then stopped there. The end platforms 6, 6 ′ are then pivoted on themselves (arrows 72), the bogies 7 remaining in position in the axis of the track. The rotation of the end platforms is stopped when the ends of the main platform 1 are sufficiently clear to allow the passage of vehicles. The rotational movement of the end platforms can be ensured by an actuator, such as a jack, an electric motor, etc., arranged for this purpose on the wagon, acting either between the end platform and the corresponding bogie, the articulation between the end platform and the main platform then being of free pivoting, or between the said main platforms and end, in which case it is the pivoting of the end platform on the bogie which is free.

These actuators can also be arranged on the terminal, at a fixed station. In this case, a system for positioning the wagons in relation to said actuators may be necessary.

In the variant shown in FIG. 20, the pivoting of the end platforms is caused by the pivoting of the bogies themselves, to which in this case the end platforms are linked. To this end, the track 71 comprises track elements 75 pivoting along a vertical axis located in the axis of the track, constituting small turntables having a diameter slightly greater than the length of a bogie, and means for drive, not shown, to rotate the said track elements (arrows 76).

For unloading or loading, the wagons are placed so that the bogies are positioned on the said track elements. By controlling the rotation of these, it causes an orientation of the end platforms, supported by the bogies and linked in rotation to these, transverse to the general direction of the track, the main platform 1 is also being oriented transversely to the said general direction of the track, its ends being directed towards the loading area 25.

It will be noted that, as can be seen in FIGS. 19 and 20, in the two variants which have just been described, the axes of articulation between the main platform and the end platforms can be very close bogies, as long as the pivoting of the end platforms can be ensured with a large angular amplitude.

FIG. 21 illustrates another possibility of using an articulated wagon in accordance with the invention, in the case where the wagon is not integrated in a train. Loading or unloading no longer requires a specialized terminal and can then be carried out at any particular station or branch line with a simple switch having at least one track embedded in a vehicle maneuvering area or a carriageway.

In this case, using a locomotive, a road tractor or a hauling winch, the wagon is moved towards the point of the switch (arrow 78), then the bogie 79 located towards the front towards the deviated track 80, while maintaining a caster 81, fixed at the end of the main platform 1, on the rail 77 of the main track 71 which is on the side opposite to the said deviated track. The movement of the wagon is stopped as soon as the spacing of the end platform clears the end of the main platform enough to allow the passage of vehicles. The roller 81 serves as a guide for the main platform and also serves to partially support the load of the main platform, which is cantilevered after the spacing of the end platform. This caster can be folded under the main platform when the wagon is brought back to the running position.

The wagons according to the invention can also be used for transporting large containers, as well as for transporting public transport vehicles or passenger cars on one or two levels.

Claims (19)

Wagon for transporting road vehicles (15) or containers, comprising towards each of its ends, a bogie (7) having a given running direction on a railway track, and a main platform (1) having a longitudinal direction and comprising a loading floor (2), said floor being able to be oriented transversely to said rolling direction thanks to articulations of vertical axis between said platform and each of the bogies, characterized in that it comprises end platforms (6, 6 ') each carrying on a bogie (7), the said articulations connect the main platform with the said end platforms, and the axes of the said articulations (12, 12 ') are respectively located on one side and the other side of the wagon. Wagon according to claim 1, characterized in that it comprises a front end platform (6) and a rear end platform (6 '), each end platform bearing on a bogie ( 7) and laterally comprising an arm (10) which extends in said rolling direction, towards the opposite end of the wagon, at a distance from an inner edge (11) of said end platform, and which carries at its end said joint (12). Wagon according to claim 2, characterized in that the main platform (1) comprises a floor (2) and two side rails (3) assembled to form a "U" section, each beam comprising at its ends means d 'support (14) on said inner edge (11) of the corresponding end platform. Wagon according to one of claims 2 or 3, characterized in that the main platform (1) comprises, at each end, in the vicinity of the corner (36) located on the side opposite to that where the joint is located, retractable support means (35, 41) capable of bearing on the ground. Wagon according to claim 4, characterized in that said support means (35) comprise rolling means (38) on the ground. Wagon according to one of claims 1 to 5, characterized in that it comprises a cowling (45) forming with the platforms a structure of closed section. Wagon according to one of claims 1 to 5, characterized in that it comprises a cowling (45) in two parts, each part (46, 47) being articulated along a horizontal pivot axis (48, 49) on one side of the main platform (1), the two parts joining in an upper part (50) of the wagon and can be moved apart by pivoting around said pivot axes. Wagon according to one of claims 1 to 7, characterized in that the bogies (7) are connected to the end platforms (6) by a system (51) of links, arranged so that the bogie can pivot by relative to the platform (6) around a fictitious pivot axis (52) offset towards the central part of the wagon, relative to the center of the bogie. Wagon according to claim 3, characterized in that the main platform (1) comprises at each end a foldable ramp (16) articulated on the floor (2) and comprising means (17) to ensure a separable rigid connection with the side rails (3). Wagon according to one of claims 1 to 9, characterized in that an end platform (55, 56) of a wagon also constitutes the end platform of an adjacent wagon. Wagon according to one of claims 1 to 10, characterized in that the end platforms (6, 6 ') are pivotally mounted on the bogies (7), and in that it comprises means for pivoting said central platform with respect to said end platforms. Method for loading or unloading road vehicles or containers on wagons according to any one of the preceding claims, characterized in that the central platform (1) is pivoted relative to at least one of the platform end (6, 6 ') with an angular offset sufficient to allow the passage of said vehicles or containers, in the longitudinal direction of the central platform, next to said end platform and a load is loaded or unloaded vehicle or container by making it move from a loading area (25) on said platform, or vice-versa, in the longitudinal direction thereof. Method according to claim 12, characterized in that, in order to pivot the central platform relative to the end platforms, the first bogie is engaged on a first track (21), the second bogie is engaged on a second track (22) parallel to the first, and which is connected to it by a switch (23), whereby the main platform (1) is oriented transversely to the two tracks with its ends directed towards said area (25) of loading located on either side of the two tracks (21, 22). Method according to claim 12, characterized in that, the bogies of a wagon being located on the same track (71), the central platform (1) is pivoted relative to the end platforms by pivoting the end platforms (6, 6 ') so as to orient them transversely to the track. System for loading and unloading road vehicles (15) on wagons, for implementing the method according to claim 13, characterized in that it comprises a first railway track (21), a secondary railway track (22), parallel to the first railway track and distant from it by a predetermined distance as a function of the length of the wagons, and which is connected to it by a switch (23), a loading area (25) located on either side other of the two tracks, substantially at the level of said tracks, and means for controlling the switch (23) so as to direct one of the bogies of each wagon on one of the tracks and the other bogie on the other track , so that the main platform (1) is oriented transversely to the direction of the tracks, its ends being directed towards said loading area. System according to claim 15, using wagons according to claim 5, characterized in that it comprises a raceway (39), disposed along the two tracks and outside thereof, for rolling means (35) retractable adapted on the platforms of the wagons. System according to claim 15, characterized in that it comprises means for connecting (26) the most distant ends of two adjacent wagons. System according to claim 17, characterized in that the said connecting means consist of a cable (28) on which the bogies successively located on the same track are hooked, the cable being driven in translation in the direction of this track. System for loading and unloading road vehicles (15) on wagons, for implementing the method according to claim 14, characterized in that it comprises a railway track (71), a loading area (25) located, on either side of said track, substantially at the level thereof, and means for pivoting elements (75) of said track on which the bogies can be placed, so that, when at least one bogie of a wagon is positioned on one of said track elements, the pivoting of said element causes a orientation of the end platform (6, 6 ') supported by the said bogie transversely to the general direction of the track, the main platform (1) being oriented transversely to the said general direction of the track, its ends being directed towards the said loading area.

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