EP0528741A1 - Separable freight train unit, particularly for the transport of road vehicles - Google Patents

Abstract

The freight train unit carrying a road-going load has a load-bearing structure (1) comprising two longitudinal ends (2) and (3), each connected to an axle block or bogie block (4, 5) or bogies (41) by means of a composite interface (6, 7), and at least one of which is free along an access opening (13) for the passage of the load. According to one variant, the transport unit is mounted, articulated via each of its ends, on a bogie common to the neighbouring structure via an articulated pivoting assembly with an axis common to that of the bearing plate. This invention is of interest to the constructors of rail or road transport equipment. <IMAGE>

Description

The present invention relates to a separable rail transport unit carrying a road load consisting in particular of a fully or partially constituted road unit.

This rail transport unit comprises a load-bearing structure known as a wagon structure resting removably by either or both of its ends on two axle blocks (bogies) via interfaces.

It allows rapid loading, in particular of one or more towed, carried or semi-carried road units, swap bodies, containers or others.

We know the transport of containers and semi-trailers on railway load-bearing structures connecting two axle blocks (x) or bogie (s).

First, as regards the containers, they are stowed on these structures by means of their ISO standard corner pieces on projecting lateral supports each carrying a twist lock.

These containers are loaded and unloaded using grippers carried and implemented by cranes, gantries, rolling machines such as elevators or other handling means.

Concerning trailers and semi-trailers, transverse receiving structures carry the running gear at the rear, while the coupling pivot is held at the front by a similar support or constituting an equivalent of the articulation support conventionally called a fifth wheel in articulated tractor-trailer combinations.

If the maintenance of the load is correctly ensured, the implementation of the loading and unloading operations is not very easy due to the heavy means used and the relative precision of coincidence to observe for stowage.

The loading / unloading operations were also carried out by lateral translation of a wagon platform between a loading dock and a receiving railway structure or wagon.

Mention may be made, by way of illustration, of the wagon structure described in German patent No. DE 3139220, the two ends of the platform of which are lateral slides with respect to the axle blocks (x) or bogie (s).

To bring this wagon structure into its loading or unloading position, it is necessary to stop it along a specially arranged external loading surface, then to translate the platform transversely to the chassis, and to rest it on the loading plan.

According to this invention, the loading surface is specially raised to come to the level of the platform.

According to this invention also, only the carrying platform is moved, and not the entire structure.

The embodiments in accordance with this invention have the drawback of requiring a complex wagon structure, specially adapted for transshipment.

These expensive and non-universal means are not suitable for all types of loads.

Another drawback lies in the height of the loading plane, the access to which is not necessarily compatible with the level of the wagon platform.

The object of the present invention is to overcome the above drawbacks by proposing a load-bearing railway structure which is easy to manufacture, allowing fast and easy loading / unloading operations.

In addition, in order to facilitate uncoupling and the positioning of the load in a misaligned position, provision is made to equip it, at least at one of its ends, with a lifting means associated with rolling means for lateral movement by pivoting around from the opposite end.

To this end, the rail transport unit according to the invention comprises a carrying structure connecting two axle blocks (x) or bogie (s) for the transport of a load or a load of road type, in particular a fully or partially constituted road unit, and is particular in that the carrying structure is mounted on each of the axle blocks (x) or bogie (s) via a composite interface transmitting the traction forces and the shocks , and in that at least one end of the support structure is open to delimit an access passage, said support structure being mounted directly or indirectly as a whole separable from the interface of at least one axle block ( x) or bogie (s) in order to completely clear the passage of the load or the road load for its access on or in the carrying structure by the access opening.

• . possibilité de déchargement même sur des quais ne comportant pas d'installation de manutention ;
• . possibilité de chargement/déchargement quel que soit le niveau du quai ;
• . rapidité des opérations de mise en oeuvre et de chargement/déchargement ;
• . aptitude à recevoir tous types de chargement.

The advantages of the invention are numerous. We can cite in particular:

• . possibility of unloading even on quays without a handling facility;
• . possibility of loading / unloading whatever the level of the quay;
• . speed of implementation and loading / unloading operations;
• . ability to receive all types of cargo.

Furthermore, due to the dissociable nature of the supporting structure according to the invention, and depending on the particular embodiment, at the front and at the rear, it can be envisaged to remove it in the empty or loaded state, by the simple vertical movement of an external lifting device, to extract it from a railway convoy, in order to insert it directly into another convoy nearby, or to deposit the load-bearing structure on a quay for loading or unloading .

The specific means of a particular embodiment allow it to target two other ways of carrying out the loading / unloading operations: online and oblique. The latter solution saves significant time on the total loading time of a rail convoy.

• . la figure 1 est une vue schématique de profil d'une succession composite de plusieurs unités de transport ferroviaire ;
• . les figures 2, 3 et 4 sont des vues schématiques de profil montrant trois types d'extrémités de l'unité routière selon l'invention, respectivement :
  • . avec tampon et crochet d'attelage sur l'interface,
  • . avec bloc d'essieu(x) ou bogie commun à deux extrémités,
  • . avec bloc d'essieu(x) ou bogie commun, interface commune et axe de pivotement commun ;
• . les figures 5, 6 et 7 sont des vues de profil illustrant des exemples d'applications respectivement aux structures routières porte-voitures, à une remorque semi-portée et à des conteneurs ;
• . la figure 8 est une vue en coupe transversale illustrant un des moyens de levage intégré sous la forme de béquilles avec représentation du gabarit en traits mixtes ;
• . la figure 9 est une vue en coupe transversale montrant des structures de soutien d'un ou de plusieurs conteneurs avec représentation du gabarit en traits mixtes ;
• . la figure 10 est une vue en coupe transversale illustrant les moyens de déplacement-soutien longitudinaux avec représentation du gabarit en traits mixtes ;
• . la figure 11 est une vue en coupe transversale illustrant un exemple de réalisation à fond plat ;
• . la figure 12 est une vue schématique en perspective de la structure porteuse vue d'une de ses extrémités dans sa version à fond plat ;
• . les figures 13 à 16 sont des vues successives de profil, puis en plan, montrant le chargement/déchargement par levage ;
• . les figures 17 à 22 sont des vues schématiques de profil illustrant une séquence de déchargement selon le mode en ligne ;
• . les figures 23 à 28 sont des vues de profil puis en plan montrant les différentes phases d'une séquence de chargement selon le mode en oblique.
• . la figure 29 est une vue générale en perspective de l'ensemble de la structure wagon selon l'invention ;
• . la figure 30 est une vue en perspective de l'extrémité avant et de l'interface de bogie sur laquelle elle est montée ;
• . la figure 31 est une vue en perspective de l'extrémité avant et de l'interface de bogie sur laquelle elle est destinée à être montée ;
• . les figures 32 et 33 sont des vues en coupe longitudinale de la traverse avant et après dissociation ;
• . la figure 34 est une vue en perspective de l'extrémité d'un des bras arrière coopérant avec un doigt rétractable ;
• . la figure 35 est une vue simplifiée en perspective de la structure wagon montrant des moyens de levage vertical et de roulage latéral intégrés ;
• . les figures 36, 37 et 38 sont des vues schématiques en plan illustrant un chargement en épi dans le cas d'une application à une unité routière du type semi-remorque ;
• . la figure 39 est une vue simplifiée en élévation de l'arrière de la structure wagon chargée par une semi-remorque.
• . la figure 40 est une vue générale en perspective de la structure wagon perfectionnée en position inversée montrant à son extrémité avant l'ensemble d'accouplement selon l'invention ;
• . la figure 41 est une vue en perspective de l'extrémité avant et de l'interface de bogie sur laquelle elle est montée ;
• . la figure 42 est une vue en perspective de l'extrémité avant et du bogie sur lequel elle est destinée à être montée ;
• . la figure 43 est une vue en perspective des deux extrémités opposées de deux structures wagon successives avant jonction de liaison ;
• . la figure 44 est une vue de détail en perspective d'un des bras et de l'extrémité arrière coupée au niveau de l'ensemble commun articulé ;
• . la figure 45 est une vue schématique en perspective des moyens de jonction et de réception vus d'un seul côté de deux structures successives ;
• . la figure 46 est une vue en perspective partiellement en coupe d'un support de réception de la traverse pivotante montrant un doigt rétractable d'immobilisation ;
• . la figure 47 est une vue en perspective du moyen de jonction formé du mécanisme de libération et d'une pièce de réception.

Several non-limiting embodiments of the separable wagon structure according to the invention will be described below in more detail, with reference to the accompanying drawings in which:

• . Figure 1 is a schematic profile view of a composite succession of several rail transport units;
• . Figures 2, 3 and 4 are schematic side views showing three types of ends of the road unit according to the invention, respectively:
  • . with buffer and towing hook on the interface,
  • . with axle block (x) or bogie common at both ends,
  • . with common axle block (s) or bogie, common interface and common pivot axis;
• . Figures 5, 6 and 7 are side views illustrating examples of applications respectively to car transporter road structures, a semi-trailer and containers;
• . Figure 8 is a cross-sectional view illustrating one of the integrated lifting means in the form of crutches with representation of the template in phantom;
• . Figure 9 is a cross-sectional view showing support structures for one or more several containers with representation of the template in phantom;
• . Figure 10 is a cross-sectional view illustrating the longitudinal displacement-support means with representation of the template in phantom;
• . Figure 11 is a cross-sectional view illustrating an embodiment with a flat bottom;
• . Figure 12 is a schematic perspective view of the support structure seen from one of its ends in its flat bottom version;
• . Figures 13 to 16 are successive side views, then in plan, showing loading / unloading by lifting;
• . Figures 17 to 22 are schematic side views illustrating an unloading sequence according to the online mode;
• . Figures 23 to 28 are side views then in plan showing the different phases of a loading sequence according to the oblique mode.
• . Figure 29 is a general perspective view of the entire wagon structure according to the invention;
• . Figure 30 is a perspective view of the front end and the bogie interface on which it is mounted;
• . FIG. 31 is a perspective view of the front end and of the bogie interface on which it is intended to be mounted;
• . Figures 32 and 33 are views in longitudinal section of the cross member before and after dissociation;
• . Figure 34 is a perspective view of the end of one of the rear arms cooperating with a retractable finger;
• . FIG. 35 is a simplified perspective view of the wagon structure showing integrated vertical lifting and lateral rolling means;
• . Figures 36, 37 and 38 are schematic plan views illustrating a spike loading in the case of an application to a road unit of the semi-trailer type;
• . FIG. 39 is a simplified view in elevation of the rear of the wagon structure loaded by a semi-trailer.
• . FIG. 40 is a general perspective view of the improved wagon structure in the inverted position showing at its front end the coupling assembly according to the invention;
• . Figure 41 is a perspective view of the front end and the bogie interface on which it is mounted;
• . Figure 42 is a perspective view of the front end and the bogie on which it is intended to be mounted;
• . Figure 43 is a perspective view of the two opposite ends of two successive wagon structures before connecting junction;
• . Figure 44 is a detailed perspective view of one of the arms and the rear end cut at the joint articulated assembly;
• . Figure 45 is a schematic perspective view of the joining and receiving means seen from one side of two successive structures;
• . Figure 46 is a perspective view partially in section of a support for receiving the pivoting cross member showing a retractable immobilization finger;
• . Figure 47 is a perspective view of the joining means formed of the release mechanism and a receiving part.

To make the description clearer and to remove any ambiguity, we specify below the definition of the term "axle block (s)" compared to the term "bogie".

An axle block (s) or bogie (s) must be considered in the following as any railway rolling support, that is to say an assembly running on a railway track formed by at least one axle and d '' a minimum load-bearing mechanical structure including bearings. In the case of a block with two axles, this structure comprises the mechanical chassis connecting the two axles.

The concept of bogie should be understood in what follows as a more complete railway rolling unit. It is made up of an axle block (x) and various intermediate mechanical means ensuring the connection between the chassis of the wagon and said axle block (x).

The intermediate mechanical means are called "interface".

We will first describe the rail unit according to the invention in its general means.

The rail transport unit according to the invention consists of a connecting support structure 1 having two front longitudinal ends 2 and rear 3, by which it is mounted directly or indirectly articulated on two blocks of railway axle (s) respectively front 4 and rear 5 via a suitable composite interface before 6 and rear 7.

The supporting structure 1 has at least two pieces of parallel sides 8 and 9 ending at the front longitudinal 2 and rear 3 ends which are distinct or joined together.

According to a main variant, the composite interface 6 or 7 is integral with the corresponding axle block (x) 4 or 5.

To fulfill the general driving conditions, there must be between each axle block (s) 4 or 5 and the corresponding ends of the load-bearing connecting structure at least one articulation driving 10.

The composite end interfaces 6 or 7 have, alone or simultaneously, at one of their ends, buffers such as 11 and a coupling hook 12 for shock absorption and transmission of the tensile force to axle block (s) or bogie (s).

The carrying structure 1 is free at least at one of its longitudinal ends, for example rear 3, according to a partial or total access opening 13 but sufficient for the passage of the load or the road loading in the case of a loading by longitudinal or oblique penetration.

To do this, at least the rear longitudinal end 3 free along the opening 13 is mounted separable from the adjacent axle block (x), at the front interface 6 by coupling-locking means.

Such coupling-locking means may exist on the other front composite interface 7.

Other specific coupling-locking means may also exist alternately on the front composite interface 7.

To achieve the so-called oblique loading mode, at least one of the composite interfaces, preferably the front composite interface 7, will have a loading / unloading pivot articulation 14 making it possible to rotate it as a whole.

According to various variants, the two pivoting articulations, on the one hand for rolling 10, and on the other hand for loading / unloading 14, are juxtaposed or combined, or separate, but with the same axes.

The present invention covers both two simple joints as well as a double joint of pivoting along a common axis.

In order to allow several modes of loading / unloading, in particular loading / unloading by lifting, the link carrying structure can be separated from the two composite interfaces.

It can be separated from the front composite interface by the load-pivot articulation 14.

According to another variant shown in FIG. 4, the loading-pivoting articulation 14, possibly coincident with the rolling articulation 10 of one end of the carrying support structure 1, is common or has a common axis 15 with l 'articulation of loading-pivoting of the end of the immediately supporting link structure 1.

Regarding the mode of loading / unloading by lifting, there are provided, at the level of the connecting support structure 1, adapted elements intended to cooperate with the conventional lifting means available on the loading / unloading areas: freight stations, zones ports ...

The integrated lifting means 16 from one or the other end, or both, make it possible to create a vertical movement of clearance sufficient to carry out the dissociation of one or the other end, or both, of the adjacent axle block (s), or its associated composite interface structure.

Means of lateral displacement, for example of transverse rolling 17 on the ground, associated or not with the integrated lifting means 16, are intended to allow, in association with the lifting means, the disengagement of the carrying bearing structure by a vertical and then lateral movement in order to offset the transverse access opening 13 and to disengage it completely from the corresponding composite interface (FIGS. 8 and 12).

The oblique and in-line loading / unloading modes are facilitated thanks to the aforementioned characteristics, concerning the transverse access opening 13 present at one of the ends, for example rear, the overall pivoting, but also the presence of Load-bearing linear structures which will be discussed below.

The connecting support structure 1 is intended to carry various loads, in particular road loads that are wholly or partially formed.

It is, for example, as shown in FIGS. 5, 6 and 7, an articulated road assembly 18 vehicle carriers transporting cars such as 19 or a semi-trailer 20, or alternatively one or two ISO standardized containers or swap bodies 21 and 22, fixed on their roadside base or supported in different ways, for example at their classic corner pieces.

The road load is carried by different means.

Some specific means will be described below, by way of nonlimiting example.

Generally, these are internal load-bearing linear structures 23 and 24 present along the side pieces 8 and 9 which maintain the load support plane at a level known as lowered, that is to say below the upper level of the axle block (s) or bogie (s).

According to a first variant, these lower support structures are produced in the form of displacement means along tracks 25 and 26 of rolling, sliding or guiding, for the wheels or of rolling elements additional to the wheels (FIG. 10), or for mobile transverse mobile carrying structures accommodating the wheels or wheel sets of the road load to carry. It can be, for example, in the latter case, trolleys or mobile cradles along the above paths (not shown).

According to another variant, the support carrying structure has a bottom 27, for example flat, in the form of a plate 28 joining the lower edges of each of the side pieces 8 and 9, in order to form an access ramp and a load-bearing plan for the road load (figure 11).

According to the above characteristics, the bottom 27 also constituting the access ramp is the load-bearing plane and is located at a level known as lowered.

Furthermore, the rail transport unit can be opened or covered, and in the latter case, have a fixed or removable cover.

In addition, it will include support means, for example consoles, fixed or erasable, upper 29.30 or lateral 31.32 equipped with twistlocks for the support of one or two containers or swap bodies by their corner pieces , these being susceptible of loading or unloading by a vertical movement of installation or removal (figure 9).

According to another embodiment, the two flank pieces 8 and 9 of the connecting support structure 1 extend longitudinally beyond each of their ends by parallel extensions in the form of arms such as 33 and 34, for example rectilinear , coming in bearing relation with the corresponding composite interface mounted on its axle block (x) or bogie (s) (Figures 12 to 28).

There is a rear end having the transverse access opening 13, shaped as indicated above, through which the load enters in longitudinal mode, and a front end pivotally mounted on the front axle block (s) 4 by through the corresponding composite interface.

According to another variant, the ends of the front and rear flank pieces are, for example, connected to each other by a front and rear connecting cross member such as 35 and 36 (FIGS. 12 to 28).

As already indicated, they can also be joined at their lower part by a bottom plate forming the floor, usable as an access and support ramp.

As already indicated, the sidewall parts 8 and 9 can each be fitted along their internal face with a rolling, sliding or guide path, intended to serve as a movement support for the wheels of a vehicle, at a extension of the hub or to a carriage carrying a support accommodating the wheels of the road unit to be transported.

The front end also comprises, at the rear ends of the side pieces, the integrated lifting means 16 in the form of extendable crutches 37, 38 with a support sole (FIGS. 8 and 12).

The rolling means consist of lower rollers 39 and 40 shown diagrammatically in FIG. 12.

In this form, the rail transport unit according to the invention can be mounted by each of its ends on a bogie 41 of the universal type, conventionally comprising a running gear, a carrying frame and a crapaudine 42 in which will come s' rotationally engaging a pivoting support 43 common to each of the connecting crosspieces 35 and 36 or two independent pivoting supports, crosspieces each carrying, at each of their ends, immobilization latch coupling means in two or three directions cooperating with suitable means. These crosspieces, pivoting connection are each provided to connect and support the ends of each of the arms bordering
the front end as shown in Figures 13 to 28.

A single pivot can be used to carry out, on the one hand the pivoting of rolling and in addition the pivoting function of loading / unloading of the immediately adjacent connection bearing structure in the case of articulations with common axis with that of the pivot of bogie.

The above variant with a single pivot will now be described in more detail with reference to FIGS. 29 to 39.

This variant is already shown diagrammatically in FIG. 4 showing a common axle block (x) with a common interface and a common pivot axis.

The purpose of the additional descriptive development below is to illustrate this variant by an embodiment using particular means of articulation and coupling.

The wagon structure is a load-bearing structure meeting railway standards. It is intended to be coupled in a dissociable manner by one or the other of its ends on a bogie interface common to two successive adjacent structures and identical for all the bogies of the same convoy.

The bogie interface is identical for all bogies of the same rail convoy.

The invention aims, but is not limited to, the use of conventional and universal bogies.

In a non-limiting and non-restrictive manner in the application, an example of the bogie interface means capable of being dissociable by its components will firstly be described below for reasons of clarity and sufficient description. wagon structure ends.

With reference to FIGS. 30 and 31, the universal bogie 41 is traditionally composed of two axles 45 and 46 which, if necessary, carry brake discs, for example 47, 48, 49 and 50.

The ends of the axles are mounted in rolling boxes 51, 52, 53 and 54 supporting twinning blocks 55 and 56 constituting with various other mechanical elements a chassis not shown in detail. This chassis supports at least one ball joint conventionally called crapaudine 57.

This ball joint commonly receives pivotally the lower end structure of the wagon supported by the bogie.

For reasons of stability and deflection during inclines in curves, there are close to the twinning blocks 55 and 56 between the adjacent wheels of the auxiliary supports called sideboards 58 and 59 associated with a suspension with vertical deflection mounted for example on each of the axle twinning blocks.

For reasons of clarity of the drawing, only the main structures of the bogie have been shown. Thus, some existing mechanical connection supports are invisible.

This common bogie interface adaptable to all common railway rolling bases called bogies, makes it possible to articulate and simultaneously connect the front and rear ends of two successive wagon structures according to the invention on and by the same bogie.

Thus, two successive wagon structures are connected by a common interface to the same bogie.

This bogie interface is designed to serve as a common connecting piece for two successive wagon structures 60 and 61 of the same type in accordance with the present invention (FIGS. 36 to 38), for example removable and removable, comprising an open rear end 62 used for access to autonomous loading, for example the road unit. This rear end is bordered by two arms 63 and 64 similar to the arms 33 and 34 each terminated by a joining means 65, 66. The wagon structure also includes a front end 67 shaped as a "V" with two branches 68 and 69 converging along a point 70 which serves as a pivot center 71.

The bogie interface in question is in the form of a pivoting interface crosspiece 72 mounted on the bogie 41 comprising a central articulated assembly 73 common to the two successive wagon structures 60 and 61.

This crosspiece 72 comprises at each of its ends a receiving support, for example centering pins 74 and 75 or erasable or retractable means, for example retractable fingers which will be discussed later, for example conical, intended for receiving in a dissociable manner each of the arms 63 and 64 of the open rear end 62 of one of the wagon structures supported by the common bogie. These receiving supports are aligned with the center of the crosspiece. Beside these pins or associated with or integrated into them, additional locks are provided to ensure the safety of the coupling (not shown).

These receiving supports constitute means of joining with complementary shapes provided at the ends 63 and 64 of the arms of the open rear end 62 of the wagon structure.

The interface crosspiece 72 also has, on the underside, symmetrically on either side of each side of its articulated central assembly 73, a bearing surface for example in the form of attached plates 76, 77 opposite of each of the readers 58 and 59, these plates serving as a surface support and contact at the crosspiece 72.

In addition, the interface cross-member 72 may have on its upper face on either side of its central part two friction-bearing plates 78 and 79 for two facing pads 80 and 81 mounted on springs 82 and 83 intended to make the abutment contact less brutal during roll movements and thereby ensure roll stability.

The interface cross-member 72 rests on the bogie, on the one hand, in its center in an articulated manner, and on the other hand, laterally by its bearing pads on each of the sideboards thus offering the deflections according to the three degrees of freedom necessary between a wagon structure and a bogie.

The articulated central assembly 73 proves to be complex.

It comprises a lower articulation 84, mechanically carrying the cross member 72, lower articulation constituted by the clamp 57, that is to say a ball joint fitting into the receptacle of a semi-spherical lower body 85 existing on each bogie, ball joint that allows travel in all directions, that is to say according to the three degrees of freedom necessary between a wagon structure and its bogie.

The central articulated assembly 73 also includes an upper articulation 86 resting or mounted on an element or a mechanical structure 87 integral with the cross-member 72 at the interface.

This upper articulation 86 is coaxial with the lower articulation 84. These two articulations therefore have the same geometric axis 88.

The upper articulation 86 receives, in a dissociable manner or not, the pivoting center 71 of the front end at a point 70 of the wagon structure constituting with it an articulation means.

It is important that the upper articulation 86 allows at least the pivoting movements in a horizontal plane referred to in the loading / unloading mode using the lateral offset obliquely.

Thus, only the pivoting function is essential for the upper articulation.

Compensation for the small deflection caused by the rolling and pitching movements can be ensured either by the slight elastic deformation of the wagon structures in combination with the additional suspension means: sideboards and / or others, or by a ball joint or elastic deformation function. at the level of the receiving supports or retractable fingers, or again by the conjunction of the above means.

Of course, this additional ball joint function to the pivoting function can be fulfilled simultaneously at the level of the upper articulation 86 as in the mixed upper articulation described below.

We can thus envisage different technical forms for this upper articulation whose general function is that of a pivot with possibly a complementary function of ball joint allowing pivoting movements around the common axis 88 with that of the crapaudine, and possibly weak tilt movements.

An embodiment of this type of joint pivot-ball joint will be described below by way of example, but there may be other equivalent ones.

According to a particular embodiment, the upper articulation 86 is a spherical bearing 89 mounted on a pivot cylinder 90 integral with the central part of the cross member and coaxial with the vertical pivot axis of the clamp.

This spherical bearing develops around the pivot cylinder 90 and inside a cylindrical cage 91 with conical outer lateral surface 92 integral with or removable from the front end 67 at the tip of the wagon structure.

It is not particularly intended to separate the front end 67 at the tip of the wagon structure from the bogie. However, it is eventually planned to dissociate it with or in the cage 91 of the spherical bearing.

For this purpose, the point 70 in "V" shape of the front end of the wagon structure is in the form of a simple through bore, either cylindrical or conical, coming to fit on the outside wall of the cage 91 of the spherical bearing.

To simultaneously perform the pivoting and ball-joint functions, the example of bearing in question is a ball-and-socket bearing 93 on stepped rollers 94 and 95 arranged in a barrel giving it a biconical profile, as shown in FIGS. 32 and 33.

Other equivalent forms of this articulation prove to be possible.

One can also imagine reversing the articulated links.

In this configuration, the front end 67 of the wagon structure is mounted directly on the base plate while the interface cross-member 72 is articulated above on an extension, an axis crossing the end 67 or in any other way.

Of course, in accordance with the general inventive spirit, the joints remain superimposed and coaxial, that is to say that the pivot axes in the vertical position are merged.

By the above description, it should be understood that the front end 67 of the wagon structure can just as well be articulated above the cross member 72 of the interface as below. So, one of the variants relates to the position of the joints relative to the cross member which is opposite to that shown in the figures.

The wagon structure already described in general will now be described in more detail.

It consists of two side pieces 96 and 97 similar to the side pieces 8 and 9 joined together at their base by a lowered bottom 98, the rear end 62 open and free ensuring the connection by the joining means 65 and 66 of the wagon structure with a downstream bogie 99 and of the front end 67 coupling by the articulation means in one place by the point 70 the wagon structure to an upstream bogie 100 identical to the first.

The side pieces 96 and 97 extend rearwardly to a higher level by the two parallel arms 63 and 64, in the manner of a stretcher delimiting with the adjacent edges of the side pieces and the transverse end of the bottom l access opening 62 for the load.

The general conformation of the rear end 62 visible in the figures is such that the opening plane 101 of the latter is situated far behind the ends of the arms 63 and 64.

The side pieces 96 and 97 are extended forward by the two converging branches 68 and 69 arranged approximately at the same upper level as the arms 63 and 64 of the rear end 62. They have a general "V" shape, of which the point is directed forward in a median zone determined by the general median vertical plane of the wagon structure and an upper horizontal plane which may be that delimited by the two upper parallel edges of the flank pieces 96 and 97.

The point 70 constituting the meeting of the two converging branches 68 and 69 is shaped so as to present an opening, for example an end bore 102 intended to allow it to be mounted in a dissociable manner or not, but preferably not dissociable, on the upper part of the double articulation 73.

The rear end arms 63 and 64 62 are terminated by technical shapes which adapt to the end structures of the pivoting bogie interface crossmember to form the joining means 65 and 66.

These are, for example, end cones or conical bores 103 and 104 which fit onto the centering pins that the interface crossmember has at each of its ends.

When the end cones are fitted and locked, the wagon structure has a rigid transverse mechanical end connection constituted by the bogie interface crossmember.

It may also be joining means with retractable fingers such as 105.106 each mounted in elastic return by a spring such as 107.108 on a mechanical base 109.1110 as shown diagrammatically in FIG. 34.

The retractable fingers 105, 106 present at both ends of the bogie interface are arranged in alignment with the central joint.

They have a generally frustoconical shape with at the upper part engagement surfaces in oblique sections to allow their gradual erasure.

They cooperate with the end cones 103 and 104 each preceded, according to this variant, by an inclined ramp 111 and 112 with two successive penetration slopes at the entrance of an opening 113 and 114 for erasing back and the upward release during the longitudinal engagement and disengagement movements of the ends of the arms 63 and 64.

This coupling connection can be blocked by additional end locks (not shown).

In order to allow autonomous dissociation by lifting by one or the other end or both simultaneously, the wagon structure optionally comprises, in the vicinity of its ends, individual lifting means possibly with integrated or non-integrated rolling, preferably autonomous, for example a crutch 115,116 similar to crutches 37 and 38 at each end of each piece of sidewalls 96 and 97 (Figure 35) and this at one end of the wagon structure or at both ends at the same time.

The type of crutches targeted is that of a retractable and extendable crutch, for example telescopic, manual or hydraulic.

In order to allow the movement of the wagon structure of the convoy by totally oblique transverse movement, the base of each stand 115 and 116 is fitted with rolling means such as 117 and 118 with a directional or fixed axis.

In the case of a fixed axis, the constant general direction of the latter is radial, that is to say passing through the pivot center 71.

One can also provide separate rolling means of the crutches.

In order to facilitate loading / unloading operations, initial guide means are provided above the side pieces 96 and 97, at the arms of the rear end.

These are for example rollers such as 119 and 120 with a vertical axis intended to ensure the centering and then the guiding of the load along its sides, for example along the lower edges 121, 122 of a body of a semi trailer 123 (figure 39).

In the case of a semi-trailer, the centering is improved by the particular form of cut transverse of the lowered bottom, for example that shown in FIG. 39. In this figure clearly appears the guidance of the tires 124 and 125 by the concavity then the ascent of the raised longitudinal edges 126 and 127 of the lowered bottom 98 delimiting a longitudinal central support plane 128 of width substantially equal to the track width of the semi-trailer.

Furthermore, integrated means of securing for the load are provided: semi-trailer, container, swap body, etc., for example in the form of support on the arms or the upper or lateral edges of the side pieces.

The fixing is carried out by conventional means, for example standard or non-standard twistlocks.

The association and dissociation of the successive wagon structures with the single bogie interface is effected by fitting or disengaging the junction means at the rear and possibly the articulation means at the front.

Just vertical movements, for example, to engage or mount the elements of the articulation means at the front or the junction at the rear, one inside the other or one on the other on the same bogie interface.

Thus, the conical bores 103 and 104 presented by the ends of the arms 63 and 64 of the rear end 62 of the wagon structure come to fit on the end centering pins of the cross member 72 of interface with closing of the latches additional or disengage from them by simple vertical movements or without requiring the slightest lifting in the case of retractable fingers.

Similarly, the front end of the wagon structure carrying the spherical bearing is mounted on the pivot cylinder 90 or disengaged from it in the case of a detachable variant according to which the central conical opening of the front end or bore can just as easily come to be mounted on the conical bearing head or extract from it by simple vertical movements.

There is shown in Figures 40 to 47 an additional variant of a coupling assembly according to which the pivoting cross member is integrated in the front end 67 in "V" of the wagon structure.

In addition, according to this variant, the means for locking the connection with the adjacent wagon structure consists of an erasable transverse finger provided at each end of the pivoting cross member and of a reception and extraction mechanism existing at each. the ends of the arms of the stretcher of the adjacent wagon structure.

This variant, as will be seen below, allows a simpler and faster coupling maneuver. In fact, we have completely freed ourselves from the need to predispose the coupling to the mechanical members or mechanical parts.

For reasons of simplification, the elements identical or analogous to those described for the previous version will bear the same reference numbers.

Two successive wagon structures are connected via a common interface of the same bogie. This interface is more particularly visible in FIGS. 41 to 45.

It serves as a connecting piece to two successive removable and detachable wagon structures, the rear end 62 of which is open in a deep cutout 129 in the longitudinal direction of the lowered bottom 98 leaving a large free space.

This free space comes from the withdrawal towards the front of the rear transverse edge 130 of the bottom 98 of the wagon structure.

The two arms 20 and 21 or 63, 64 which border the rear end of the wagon structure are each terminated by a joining means with a transverse immobilization mechanism.

The front end 67 shaped as a "V" with two branches 68 and 69 is pivotally mounted by its tip on the articulated central assembly 73 which is a pivoting assembly with a common geometric axis 88 with the pivoting axis of the pivoting cross member and that of the clamp 42.57 when it is in its vertical position.

The articulated assembly 73 performs the pivoting connection between the clamp 57, a particular pivoting cross member 130 and the front end 67. It is similar to that already described for the previous variant with centering pins because it also has, as shown Figure 44, a pivot cylinder 131 around which is mounted an inner pivot joint 132 by which the cross member 130 is articulated.

According to the present variant, the pivoting cross member 130 is mechanically integrated into the front end 67 which is doubled and referenced 133, namely that this front end is made of two spaced parallel plates 134 and 135 kept spaced from each other by a spacer 136 and namely that the pivoting cross member 130 is itself pivotally mounted on the articulated assembly 73, and is housed in the space existing between the two plates of the front end 133 (Figures 41 and 44) .

The pivoting cross-member 130 therefore remains mechanically free, in particular in independent pivoting movements, but is sandwiched between the two plates 134 and 135 of the front end 67.

More precisely according to the mode of construction used for the basic variant, the two spaced parallel plates 134 and 135 forming the front end 133 in "V" shape are secured to the pivot cylinder 131, itself secured to the clamp 57 of the bogie. Furthermore, the pivoting cross member 130 is pivotally mounted on the pivot cylinder 131 by means of the interior articulation 132.

This internal articulation is preferably of the simple rolling or rolling type with ball-joint effect in order to allow small deflections in inclination such as those caused by the movements of roll or pitch.

The pivoting cross member 130 includes at each of its ends a receiving support 137 and 138 making it possible to establish, maintain and dissociate the junction between its ends and the ends of the arms 63, 64 of the neighboring stretcher, c ' that is to say the connection with the preceding or following adjacent wagon structure.

Each receiving support is shaped according to a cradle 139 and 140 or a folded sheet metal housing such as 141 (Figure 46) in each of which emerges a transverse immobilization finger such as 142 mounted movable transversely and in elastic return to its extended position. Each cradle or housing more precisely affects the general shape of a gutter with converging lower inclined ramps 143 and converging lateral 144 and 145.

These ramps, thanks to the centering-guiding function which they provide, make it possible to engage and then to place by the same movement the ends of the arms in the corresponding receiving support and to adjust the ends of these same before and automatically arms slightly in height to be brought level with the pivoting cross-member, that is to say in the rolling position.

Indeed, the raising or lowering of the open end of the wagon structure is ensured by the crutches 115, 116 preferably hydraulic mounted on the arms of the stretcher.

In an elaborate version, the doubled front end 133 is made vertically separable from the articulated assembly 73.

In a simplified variant, the front end 133 is formed of a single plate above the pivoting cross member and can therefore dissociate vertically from the bogie. In this case, the pivoting cross member is completely independent since it is not sandwiched and the loading / unloading by vertical dissociation applies fully.

We will now examine more particularly with reference to Figures 45 to 47 the joining means provided at the end of each arm of the stretcher, intended to cooperate with reception-immobilization means provided at each end of the pivoting cross member for the purpose of l establishment of a severable link.

First of all, the reception-immobilization means consist of reception supports 137 and 138 and transverse immobilization fingers such as 142 movable transversely between a retracted position and an extended position towards which they are constrained by a return spring. .

Each immobilizing finger 142 may have a cylindrical body 146 sliding in a cylindrical housing 147 and a head 148 with two chamfers 149 and 150, for example slightly inclined, as shown in FIG. 46. In this figure there is also seen a rod of guide 151 and a housing 152 in which a return spring (not shown) is mounted.

The joining means relate to the converging form such as 153 for engagement with centering-guiding the ends of each arm 63 and 64 of the stretcher: for example that shown in FIG. 45.

In each of these ends is housed an engagement-extraction mechanism such as 154 visible in FIGS. 45 and 47.

It consists of a receiving part 155 in which the immobilizing finger 142 engages and an extraction mechanism formed by a rocker 156 actuated by an articulated assembly 157 with adjustable connecting rod 158 or equivalent means. The rocker comprises a bent pivoting release piece 159 articulated on the one hand to a pivot axis 160 and on the other hand at the end of the connecting rod 158 by a side plate 161.

Pressing the end of the angled release piece 159 on the head of the retractable immobilization finger 142 makes it possible to extract the receiving piece 155 and to release the corresponding end of the stretcher. Unlocking is thus ensured and can be controlled remotely.

Thanks to these automatic joining means and to the receiving means with mechanical release, during the operations for predisposition to coupling, the multiple adjustments of precentering necessary with devices with vertical centering pins are avoided. In fact, the height is automatically adjusted and centering-guidance is ensured by the entry convergence ramps provided at the ends of the receiving supports and at the tapered end of each arm.

In order to allow the pivoting and a first adjustment in height of one or the other end or both simultaneously, the wagon structure optionally comprises in the vicinity of its ends individual lifting means possibly with integrated rolling means or no, preferably autonomous, by example the crutches 115, 116 provided at each end of each flank piece and this at one end of the wagon structure or at both ends simultaneously.

The lifting means allow coupling and uncoupling without means of external handling of the wagon structure.

To allow the loading / unloading of containers, standardized or not, there are provided, on the upper edge of each of the flank pieces, twistlocks such as 162 and 163 cooperating with the lower corner pieces & have the containers fitted for their attachment to the wagon structure.

In order to admit containers of different sizes, four end twist locks are provided, two at the front such as 164 and two at the rear such as 165. These end twist locks are supported by a retractable plate which allows to erase the assembly inside the wall of each of the ends of each flank piece.

Other supports such as 166 and 167 are provided on the upper edges of the side pieces for supporting road bodies.

The loading / unloading phases are identical to those existing for the previous variants although this variant is more particularly oriented towards loading / unloading obliquely or in line.

This variant makes it possible to avoid the multiple pre-centering adjustments necessary with the version with vertical centering pins. In fact, the height is automatically adjusted and centering-guidance is ensured by the entry ramps provided at the ends of the receiving supports.

We will now explain the general operation of the loading / unloading unit. rail transport which differs little from one variant to another.

In general, several ways of carrying out the loading / unloading operations prove to be possible with the rail transport unit according to the invention.

A distinction is made between the following loading / unloading modes.

It is first of all vertical loading / unloading by an external handling means.

Next, there is line / longitudinal loading / unloading, according to which the train of rail transport units is dissociated at the level of the axle block (x) or bogie on which the open end of the supporting structure is mounted. with no other movement than that of securing and detaching from the axle block (x) or bogie.

It is finally loading / unloading obliquely, called on the cob, according to which the front ends of the supporting railway structures are released from the corresponding axle block (x) by a compound movement of lifting and then rotation to a position offset obliquely allowing longitudinal penetration into the supporting structure through its rear end opening.

The different modes of loading / unloading will be described below in more detail, more particularly with reference to Figures from 13 to 28.

The simplest and most classic mode concerns vertical separation and transport by an external lifting device (Figures 13 to 16).

It suffices to release any blockages or safety interlocks in the vertical direction, to lift the assembly by a lifting device whose gripping elements and members support on technical forms and structures specially provided for this purpose.

This overall lifting makes it possible to extract as a whole and with its load the rail transport unit from the convoy, to deposit it elsewhere on standby, or to insert it with its load in another rail convoy.

Figures 13 to 16 show the structure loaded by a semi-trailer separated from the convoy by lifting using a crane or a gantry crane.

This makes it possible to easily change a destination load, advantageously replacing the sorting.

The second mode concerns line / longitudinal loading / unloading (Figures 17 to 22). The movements are indicated by arrows.

This loading / unloading mode requires a loading area with rails integrated into the ground.

In accordance with this mode, the rail transport unit is joined or separated by a vertical lifting or translating movement or the two combined with its open transverse end, joining-decoupling movement provided by the integrated lifting means, for example the extendable crutches for support and / or by external means. The separation makes it possible to release the axle block (x) or bogie on the interface of which the ends of the side pieces were mounted. The road unit is loaded or unloaded, either directly along the linear load-bearing structures integrated in the wagon, or indirectly, via one or more transverse mobile load-bearing structures (s) ( s) along the wagon structure on which the undercarriage of the road unit rests.

This road unit is coupled or secured or vice versa to an engine assembly 44, in view of its supply or evacuation in line on the platform, in the general direction of the railway convoy.

A rear end having a deep and remote opening allows the engine assembly 44 to remain on the ground during maneuvers of bringing in or taking back the semi-trailer.

We will now examine the loading / unloading operations at an oblique angle called a spur, allowing all these operations to be carried out without modifying the railway convoy in any way, that is to say independently of the other railway units that may constitute it (Figures 23 to 28) . The movements are indicated by arrows.

Loading / unloading is carried out by bringing the front end obliquely after separation from the axle block (x) or front bogie by any means, for example by crutches, then offset obliquely by rolling on the quay loading, operation during which the carrying structure pivots as a whole around its rear end while taking pivoting rest on the axle block (x) or rear bogie. The wagon structure is lowered until the loading end touches the ground. The undercarriage of the road unit to be loaded is carried by the internal load-bearing linear structures 23 and 24 or mounted on the transverse load-bearing structures, cradles or carriages. The movement along the side pieces 8 and 9 or 96 and 97, towards or from its transport position, is ensured by integrated motor means or preferably by the road motor vehicle.

The supporting structure is then moved laterally towards the axle block (x) or bogie by an overall pivoting movement in the same way as above, but in reverse order.

Lifting means, for example integrated in the form of crutches, raise the front ends of the side pieces, and come to place them opposite the securing-locking means provided on the interface of the axle block (x) or bogie.

After coupling and locking, the supporting structure is ready in the convoy with its new load for rail transport.

All unloading operations are carried out in reverse order to loading operations.

Means for lifting the rear end integrated into the wagon or exterior structure will, after opening additional latches, separate the joining means and obtain the dissociation of the wagon structure from the bogie interface. A rotational movement around the front end will ensure the clearance of the rear end by an oblique offset.

Lifting means at both ends will allow the wagon structure to be removed by transverse or longitudinal offset.

• . mode en oblique dit "en épi" par déverrouillage puis désaccouplement de l'extrémité arrière et pivotement en oblique autour de l'extrémité avant ;
• . mode vertical par déverrouillage puis mouvements verticaux de désaccouplement simultané des deux extrémités à l'aide d'un engin de levage extérieur ou intégré et dépose par levage d'ensemble ;
• . mode horizontal par déverrouillage puis désaccouplement de l'une ou l'autre des deux extrémités avant et arrière, et l'une ou l'autre des phases de décalage suivantes :
  • décalage latéral par les deux extrémités et avec des moyens extérieurs,
  • décalage longitudinal par dissociation de l'extrémité arrière et avec l'aide de moyens intégrés.

The following three modes of loading / unloading can be practiced without any difficulty for the variant with centering studs:

• . oblique mode called "spike" by unlocking then uncoupling of the rear end and pivoting obliquely around the front end;
• . vertical mode by unlocking then vertical movements of simultaneous uncoupling of the two ends using an external or integrated lifting device and removal by overall lifting;
• . horizontal mode by unlocking then uncoupling one or other of the two front and rear ends, and one or other of the following shift phases:
  • lateral offset by the two ends and with external means,
  • longitudinal shift by dissociation of the rear end and with the help of integrated means.

Although the last variant described is more particularly oriented towards online / oblique loading / unloading, it is possible to envisage, in the case of a possible vertical separation of the end before loading / unloading in vertical mode.

The means described above will offer the possibility of choosing and carrying out the loading / unloading mode best suited to the load (container, road unit or other) and to the configuration of the handling area of the station, train and the constraints and particularities of the sorting operation.

Claims (47)

Rail transport unit, connecting two axle blocks (x) or two bogie (s) comprising a wagon structure formed by two side pieces and a lowered bottom, the side pieces delimiting at one of their ends with the bottom an access opening for the load or a road-type load, in particular a fully or partially constituted road unit, characterized in that the wagon structure is mounted on each of the axle units (x) or bogie (s) by means of a composite interface transmitting the tensile forces and the shocks, in that the open access end of the support structure has two arms in the manner of a stretcher, the end of which is effected its coupling on the composite bogie interface and in that said supporting structure is mounted separable at at least one end of the composite interface from at least one axle block (x) or from a corresponding bogie for the purpose of completely clear t the passage of the load or the road load for its access on or in the carrying structure by the transverse opening and in that it is depositable on the ground by at least the access end. Transport unit according to claim 1, characterized in that the composite interface is integral with the axle block (x) or bogie (s). Transport unit according to claim 1 or 2, characterized in that the two flank pieces ending on one side with two separate ends terminate on the opposite side with two combined ends. Transport unit according to any one of the preceding claims, characterized in that each composite interface comprises at least one rolling pivoting means, coupling-locking means. with the ends of the wagon structure, means for transmitting the tensile force and means for absorbing shocks. Transport unit according to any one of the preceding claims, characterized in that the means of transmission of the tensile force is the mechanical structure of the interface. Transport unit according to any one of the preceding claims, characterized in that at least one interface comprises buffers and a coupling hook. Transport unit according to any one of the preceding claims, characterized in that it has facing along each internal face of each flank piece, displacement-support means used for the support, the establishment or the exit from road loading. Transport unit according to Claim 7, characterized in that the road displacement means are rolling, sliding or guide tracks for the wheels, or additional rolling elements on the wheels, or transverse structures carrying the wheels, or wheel units of the road unit to be transported, transverse structures movable longitudinally along the side pieces. Transport unit according to Claims 7 and 8, characterized in that the loading support plane formed by the displacement-support means is lowered. Transport unit according to any one of the preceding claims, characterized in that at least one of the composite interfaces comprises a double pivot articulation formed by a rolling articulation and a loading / unloading articulation. Transport unit according to Claims 1 and 10, characterized in that the double pivot joint is common to two successive wagon structures on the same axle block (x) or bogie. Transport unit according to any one of the preceding claims, characterized in that the end of the wagon structure connected to the composite interface having the double pivot joint is separable from said composite interface. Transport unit according to any one of the preceding claims, characterized in that the wagon structure has, at its end opposite the open end, means for pivoting relative to the interface enabling it to be pivoted as a whole for the purpose of loading / unloading operations. Transport unit according to any one of the preceding claims, characterized in that the wagon structure has means allowing it to be gripped vertically. Transport unit according to any one of the preceding claims, characterized in that the wagon structure comprises, on each of its side parts, means for supporting at least one swap body or a container or a bodywork road. Transport unit according to Claims 1 to 5, characterized in that the wagon structure is separable from the composite interface of the axle block (s) or bogie (s) adjacent to the rear end opened by pivoting or by lifting and then pivoting of its corresponding end for lateral disengagement relative to oblique loading / unloading. Transport unit according to any one of the preceding claims, characterized in that the wagon structure comprises, near its open rear end, integrated lifting means and / or rolling means on the ground for its overall pivoting movement for lateral disengagement during loading / unloading obliquely. Transport unit according to claim 1 or 11, characterized in that the bottom is used as an access ramp from the ground. Transport unit comprising a wagon-link structure resting on two axle blocks (bogies) for loading / unloading and transporting by rail a load or a road unit partially or wholly constituted, characterized in that it consists of two longitudinal sides extended in their upper part at the rear by two branches joined at the end by a support-pivot junction on a support structure of the axle block (x) or bogie ( s), and at the front by two parallel arms carrying on the ends of a transverse support carrying axle blocks (x) or bogie (s), said flanks being joined transversely by a connecting cross member and comprising in part low a movable transverse structure carrying the undercarriage of a road assembly, in that vertical lifting means and transverse running equip at least the front end, and in that the sides have along each of their faces opposite the support supports of a road transport container or of a road body. Transport unit according to claim 19, characterized in that the two parallel sides extended longitudinally by the arms delimit an open bottom downwards, and at the end a completely open front end extended longitudinally by a front extension formed by the two parallel arms and a rear end extended longitudinally by a rear pivot-support extension, each extension being mounted detachable a pivoting carrier that each axle block (s) or bogie (s) has. Transport unit according to claim 19 or 20, characterized in that the lifting means are extendable crutches each equipping the base of the front end of each of the sides. Transport unit according to claim 21, characterized in that the crutches are coupled by a removable access ramp. Transport unit according to claim 18 or 20, characterized in that the rolling means are rollers each equipping the lower bases of the front ends of the sides. Transport unit according to claim 19 or 20, characterized in that the pivoting carrying cross member of the axle block (s) or bogie (s) carries the articulation pivot of the rear extension. Transport unit according to claim 24, characterized in that the pivoting crosspiece is a single pivoting part common to two successive structures. Transport unit according to Claims 19 to 23, characterized in that the pivoting of the axle block support (x) or bogie (s) relative to the axle block (x) or bogie (s) is independent of the pivoting of the wagon structure with respect to the axle block (x) or bogie (s). Transport unit according to claim 24, characterized in that the pivoting cross-member mounted on each axle block (s) or bogie (s) is a stud and lock assembly. Transport unit according to claim 23 or 25, characterized in that the pivoting cross member of the axle block (x) or the bogie is symmetrical on either side of a central point of pivoting. Transport unit according to Claims 26 to 28, characterized in that the pivoting support of each axle block (x) or bogie (s) is a pivoting crossmember mounted on the clamp of the axle block (x) or bogie ( s). Transport unit according to claim 29, characterized in that the interface pivoting cross member and the tip of the front end of a wagon structure are connected to the bogie base plate by a common articulated pivot assembly and in that the tip of the "V" shaped front end of the wagon structure can be separated from the joint assembly articulated by vertical movements and the opposite end of the next wagon structure can be separated from the ends of the pivoting cross member by vertical movements and / or horizontal. Transport unit according to claim 30, characterized in that the pivoting cross member comprises at each of its ends receiving supports receiving, with coupling with immobilization, the ends of the arms of the open rear end of the following wagon structure. Transport unit according to claim 31, characterized in that the receiving supports are provided with centering pins cooperating with conical bores each preceded by an engagement ramp which has the ends of the arms. Transport unit according to claim 31, characterized in that the receiving supports each have the form of a cradle open upwards with converging entry ramps, supports each equipped with a transverse immobilizing finger cooperating with the ends at the tip of the arms each equipped with a receiving part in which the immobilization finger engages and from which the immobilization finger is extracted by the push of the pivoting part of a rocker. Transport unit according to any one of claims 30 and 31, characterized in that the front end shaped in a "V" shape is formed by two parallel plates held spaced apart by a spacer, plates sandwiching the pivoting crosspiece which remains free in pivoting movements. Transport unit according to Claim 34, characterized in that the front end shaped as "V" "is formed from a single plate above the pivoting cross member and can dissociate vertically from the bogie without constraining the pivoting cross member in vertical movement . Transport unit according to any one of the preceding claims, characterized in that the access opening of the rear end is deep in the longitudinal direction. Transport unit according to claim 36 characterized in that the access opening of the rear end is deep by withdrawing forwards the rear transverse edge of the bottom. Method for loading / unloading and constituting a section of a railway convoy using the rail transport unit according to any one of the preceding claims for the transport by rail of loads, of road units partially or totally consisting of, or loaded road convoys, according to which the load-bearing structure is dissociated by one of its ends and it has been pivoted by this end to move it transversely from the alignment of the rail convoy, characterized in that that the rail transport unit according to any one of the preceding claims is used mounted separable by one or the other of its ends from one or the other of the two axle blocks (x) or bogie (s), lower this supporting structure by said end used for pivot until contact with the ground while the other end remains attached to the opposite axle block (s) or bogie (s) after having pivoted on it, which the vehicle is made to access in the interior space between the sides, which the road unit is mounted by its running gear on the linear load-carrying structures or on the transverse load-bearing structures, whether the truck abandons the carried and / or towed unit, removable bodywork , semi-trailer or other, that we reconstitute the rail unit by lifting or lifting again the free end, then that by rotating it, we bring it closer to the axle block (x) or bogie (s ) to replace it on and secure it to the interface of the axle block (s) or bogie (s). A method of loading / unloading and of constituting a railway convoy according to the preceding claim, characterized in that the wheels of the road unit to be transported are accessed in transverse mobile carrying structures by pushing or pulling, along the linear structures carrying displacement to the transport position. Method for loading / unloading and constituting a rail unit using the transport unit according to any one of Claims 1 to 37, for the transport by rail of vehicles or road convoys themselves loaded, characterized in that the detachable mounted railway structure is used, that the lift or lift or translate the railway structure by its open end until it is disconnected from the axle block (x) or bogie (s), that we lower the wagon structure to the ground, that we move the road unit to allow it to access through the open end and to be placed by its running gear on the transverse load-bearing structures for its final installation on the supporting structure, whether the truck abandons the carried and / or towed unit, removable bodywork, semi-trailer or other, whether the railway unit is reconstituted by lifting or lifting again or by translating the free end in the opposite direction, then replacing it on, and securing it to the axle block (s) or bogie (s). Method for loading / unloading and for constituting a rail transport unit according to any one of Claims 1 to 37, characterized in that the wagon structure is lifted as a whole, is simultaneously separated from one and the other axle block (s) or bogie (s), is moved laterally as a whole to be placed on the ground or on a loading dock by a lifting device then is loaded or unloaded and replaced in reverse order operations. Loading / unloading method according to claim, characterized in that the wagon structure is lifted as a whole, is simultaneously detached from one and the other axle block (s) or bogie (s) and is moved in as a whole to be inserted in another railway convoy. Method of loading / unloading and constituting a rail transport unit using the transport unit according to any one of claims 1 to 37, characterized in that the carrying structure is secured on a composite interface an axle block (s) or bogie (s) common to two successive load-bearing structures allowing their respective coupling-uncoupling independently. Loading / unloading method according to claims 37 to 43, characterized in that the interface of the same axle block (s) or bogie (s) is adapted to a single supporting structure and carries buffers. Loading / unloading method according to any one of Claims from 37 to 44, characterized in that the road load is supported by the wagon structure and moves along it on linear structures in the form of raceways or sliding integrated into the supporting structure. Loading / unloading method according to claim 45, characterized in that the road load is supported by the wagon structure and moves along it on transverse removable load-bearing structures along the wagon structure Application of the method of loading / unloading and of constituting a rail transport unit according to any one of claims from 1 to 46, for the transport by rail of vehicles and road convoys themselves loaded.

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