Method for controlling an autonomous railway platform for multimodal transport of goods and corresponding railway platform

Abstract

The invention relates to a method for controlling a self-propelled and autonomous rail platform adapted for the transport of at least one container, the method comprising a step of piloting the rail platform according to a piloting mode called long distance mode (E1); and when the rail platform is in an arrival zone, a step of piloting the rail platform according to a piloting mode called last meters mode (E2), comprising the following steps: • identification of a target truck with which a transshipment operation is to be carried out (E3); • determination of a position of the target truck; • positioning of the rail platform according to the position of the target truck; and • control of a transshipment device that includes the rail platform in order to load a container onto the rail platform from the target truck or in order to unload a container from the rail platform onto the target truck (E5).The invention also relates to a railway platform adapted to carry out such a process.

Description

TECHNICAL FIELD OF THE INVENTION

[0001] The field of the invention is that of multimodal transport of goods.

[0002] The principle of multimodal transport is based on the successive use of several modes of transport, such as road and rail, to move goods from a point of origin to a final destination. This principle aims to optimize the efficiency, reliability, and flexibility of the supply chain by leveraging the advantages of each mode of transport. The objective of multimodal transport is therefore to improve the efficiency of freight transport while reducing costs and environmental impact.

[0003] For their transport according to a multimodal principle, goods are generally placed in a container. A container is an enclosure, a "box", usually metallic, having a standardized shape and dimensions.

[0004] Containers thus allow the transport of goods by different modes (such as cargo ships, trains, and trucks, etc.) which are adapted to carry them.

[0005] In this context, the present invention is particularly concerned with multimodal transport using road for the first and / or last kilometers, and rail for the majority of the journey. Rail transport of goods is called rail freight.

[0006] The invention relates more particularly to a motorized rail platform for autonomously moving a container, specifically adapted for the multimodal transport of containerized goods. The invention focuses particularly on the movement of this platform and the management of transshipment operations. Transshipment refers specifically to the loading of a container from a truck onto the rail platform, or the unloading of a container from the rail platform onto a truck. Throughout this document, unless otherwise specified, the term "truck" refers to a road vehicle capable of carrying a container, namely a suitable flatbed truck or a tractor-trailer. STATE OF THE ART

[0007] Multimodal freight transport using road and rail generally proceeds as follows. A container containing the goods to be transported is loaded onto a truck. The truck then travels to a freight station. The container is unloaded, usually with the help of a crane, either in a storage area awaiting a train or, preferably, directly onto a freight wagon. The freight wagon, along with other wagons, is then hauled by a locomotive to another freight station. However, to create a train with multiple wagons, it is necessary to arrange the wagons according to their destination. This takes time and can present logistical challenges. The container is usually unloaded with the help of a crane, either in a storage area awaiting a truck or, preferably, directly onto a truck.The truck then travels the last few kilometers to the destination of the container and goods.

[0008] In such an organization, it is observed that many points are not optimal and often make multimodal transport less efficient than transport by truck alone.

[0009] However, transport by truck alone has a negative impact on the environment and can be slower over long distances.

[0010] For example, rail transport is not very flexible and requires, in particular, a large number of containers to be transported from the same departure station to the same arrival station. Furthermore, transshipment operations require fixed infrastructure and qualified personnel, meaning they are only possible at a limited number of stations. Therefore, it is not always possible to ensure close proximity between the arrival station and the destination of the goods, which limits the advantages of rail transport.

[0011] In the field of rail freight transport, several solutions have been described. For example, document US20230174119 discloses a self-propelled freight wagon for transporting goods, particularly containers, which is autonomous in its movements on a rail network. To achieve this, the wagon is equipped with a set of sensors enabling, among other things, wagon localization and obstacle detection.

[0012] In general, various systems are known to improve the use of railway networks. For example, US2021380150 describes a method for operating a railway network. This method uses a wagon system with autonomous propulsion elements. Through adapted control, based on determining the contact force between the wagons, contact is maintained between the wagons of a group of wagons during the transit of that group. Furthermore, this document provides for the possibility of implementing different train composition scenarios, with autonomous wagons linked together, with unpowered wagons, or with a conventional locomotive.

[0013] Also, with regard to the coordination of autonomous vehicles on a railway network, WO2019226114 discloses a system for determining the current positions of vehicles on the network, and for issuing control signals to control the operation of these vehicles and / or the vehicle-related system based on these determined positions.

[0014] Thus, it appears that some solutions are being developed to bring more flexibility to rail transport, particularly in the context of multimodal transport, but they do not solve the other problems mentioned above.

[0015] Several container loading and unloading devices integrated into railcars have also been described. For example, documents WO2015 / 136324 and DE19856179 present railcars with an integrated container transshipment crane. While such integrated cranes can load and unload a container without the need for an external crane, they are not suitable for use on standalone railcars. In particular, once the truck has arrived at its destination, an operator must ensure precise positioning of the truck and take control of the train or railcar to also ensure precise positioning, and then of the transshipment system to load or unload the container.

[0016] Other solutions within the general context of parcel or goods transshipment have been considered. For example, US2024002175 concerns an automated goods transport system designed to improve delivery efficiency. The objective is to eliminate vehicle downtime for loading and unloading parcels. The proposed system relies on two types of vehicles: a transporter, which is a primary vehicle that moves continuously at high speed along a rail, tube, or guidance system, and a sled, which is a secondary vehicle capable of accelerating, decelerating, and synchronizing with the transporter's speed to transfer or receive a container without stopping. DESCRIPTION OF THE INVENTION

[0017] The present invention aims to remedy all or part of the drawbacks of the prior art mentioned above.

[0018] To this end, the invention aims to provide a rail platform dedicated to multimodal freight transport, rail and road, which addresses the main drawbacks and opens up new uses for the rail part of multimodal transport.

[0019] Thus, the present invention relates to a method for controlling a self-propelled and autonomous railway platform adapted for the transport of at least one container. The method includes a step of piloting the railway platform between a starting point and an arrival zone according to a piloting mode known as long-distance mode, which notably takes into account information on train traffic on the network and signaling, so that the railway platform moves from said starting point to said arrival zone.

[0020] The process also includes, when the railway platform is in the arrival zone, a step of piloting the railway platform according to a piloting mode known as last meters mode, comprising the following steps: identification of a target truck with which a transshipment operation is to be carried out; determination of a position of the target truck; positioning of the rail platform according to the position of the target truck; and control of a transshipment device that includes the rail platform in order to load a container onto the rail platform from the target truck or in order to unload a container from the rail platform onto the target truck.

[0021] The rail platform proposed within the framework of the present invention thus enables its movement autonomously or partially autonomously to a destination area. Within the destination area, it can autonomously perform the operations necessary for transshipment: identification of the truck from which or to which a container is to be moved, precise relative positioning between the truck and the rail platform, and transshipment of the container without the need for external handling equipment.

[0022] Specifically, in the destination area, the truck from which or to which a container is to be moved is parked and stationary while awaiting transshipment. The rail platform is positioned relative to the truck and immobilized to carry out the transshipment.

[0023] The platform's sensor system ensures that all operations are carried out safely for both people and equipment.

[0024] The target truck identification stage may include the following steps: slow-speed advancement of the railway platform into the arrival area and supervision by the railway platform of its environment; detection of each truck in the vicinity of the railway platform; identification of the target truck when the railway platform passes near said target truck, with identification means associated with the platform.

[0025] The identification of the target truck may involve, for each truck in the vicinity of the railway platform, comparing an identifier of the nearby truck with an identifier of the target truck.

[0026] The process may include taking images by at least one camera on the railway platform, detecting the presence of a truck by analyzing the images, and determining its identifier, for example by reading its license plate in the images.

[0027] The step of determining the position of the target truck may include an estimation of a distance between the railway platform and the target truck, said estimation being carried out using distance sensors and / or image analysis.

[0028] The distance between the platform and the truck can be estimated continuously during the positioning of the rail platform.

[0029] The process may include, following the step of determining the position of the target truck, verifying that the determined position of the target truck allows, with a corresponding adapted positioning of the railway platform, a transshipment of the container between the railway platform and the target truck, and, if the transshipment is not possible, the issuance of a message indicating that the truck must be repositioned.

[0030] The control step of an integrated transshipment device may include, for loading a container onto the rail platform from the target truck, detecting the container's gripping points and controlling the transshipment device to grasp said gripping points.

[0031] The control step of an integrated transshipment device may include, for unloading a container from the rail platform onto the target truck, detecting a loading platform of the target truck and controlling the transshipment device so as to place the container on said platform.

[0032] The process may include, during the entire operation of the railway platform according to the so-called last meter operating mode, monitoring of the environment of the railway platform is carried out, and, if a danger or anomaly is detected, the current step is stopped.

[0033] The long-distance mode may include autonomous movement of the railway platform on a railway network and / or coupling of the railway platform to a train operating on said railway network.

[0034] The invention also relates to a self-propelled and autonomous railway platform adapted for the transport of at least one container, the platform comprising a piloting system and means of communication enabling the platform to move autonomously on a railway network from a starting point to an arrival zone.

[0035] The control system is configured so that: When the railway platform moves autonomously between its starting point and its arrival zone, the control system executes a control mode called long-distance mode, taking into account information on train traffic on the network as well as signalling; and when the railway platform is in the arrival zone, the control system executes a control mode called last meters mode.

[0036] For last-meter operation, the rail platform includes a sensor system designed to identify a target truck for transshipment, determine the target truck's position, and assist in positioning the rail platform accordingly. The platform also includes a transshipment device for loading containers from the target truck onto the platform or unloading containers from the platform onto the target truck, and a control device for the transshipment device to autonomously manage the container transfer between the truck and the rail platform.

[0037] The sensor system may include at least one of the following sensors: a telemetry sensor, for example a lidar, a camera, a radar, an ultrasonic detector, a contact distance sensor.

[0038] The sensor system may also include at least one of the following sensors: an accelerometer, a gyroscope, a GNSS receiver. BRIEF DESCRIPTION OF THE FIGURES

[0039] Other advantages, purposes, and special features of the present invention will become apparent from the following non-limiting description of at least one particular embodiment of the devices and methods of the present invention, with reference to the accompanying drawings, in which: there figure 1 is a schematic three-dimensional view of a railway platform that can be operated with a control method conforming to certain embodiments of the present invention; the figure 2 represents a general logic diagram of a control process conforming to an embodiment of the present invention; the figure 3represents a flowchart of an example step for detecting and determining a target truck that can be implemented in a control process according to the present invention; the figure 4 represents a flowchart of an example of a railway platform positioning step that can be implemented in a control method according to the present invention; the figure 5 represents a flowchart of an example of a control step of a transshipment device that can be implemented in a control process according to the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0040] The present description is given as a non-limiting example of implementation.

[0041] There figure 1This is a schematic three-dimensional view of a railway platform according to an embodiment of the present invention. The railway platform 1 comprises a chassis 2, which forms the mechanical structure of said railway platform 1. The chassis 2 is shown here schematically. It can be formed in any known manner for a wagon, in particular for a freight wagon, especially a container wagon. The chassis 2 is mounted on bogies 3.

[0042] The rail platform 1 is self-propelled. It may include an electric propulsion system (for example, one or more electric motors installed in the bogies) powered by batteries 4 or by a fuel cell producing electricity from hydrogen stored in a tank. Alternatively, it may include a combustion engine, in particular a hydrogen combustion engine. Thus, the platform carries the energy necessary for its own propulsion. The propulsion system of the rail platform 1 can be used as the platform's primary means of propulsion, or as a secondary means, i.e., to travel a limited distance before and / or after a transshipment operation.

[0043] The railway platform 1 is autonomous. By autonomous, we mean that the railway platform 1 is adapted to move on its own, without human intervention, on all or part of its journey between a starting point and a destination.

[0044] Furthermore, the railway platform can advantageously perform a transshipment operation without human intervention, using a transshipment device 5, as detailed below. In the example shown here, the transshipment device comprises a linear lifting arm mounted on a rotating platform. Other transshipment devices, adapted for maneuvering a container, can obviously be used alternatively. For example, the railway platform can include one or more cranes, or a gantry crane, adapted for lifting and transshipping a container.

[0045] The journey between a starting point and a destination area, which constitutes the rail portion of multimodal transport, can be carried out entirely or partially autonomously by the rail platform. Thus, part of the journey can be completed by the platform coupled to a train, particularly a conventional freight train (operated by a driver), or coupled to another autonomous rail platform.

[0046] To this end, in the example shown here, the chassis also includes coupling systems 6, allowing the platform to couple to a train of wagons (conventional or autonomous) for passive towing. The coupling systems 6 can be manual or, advantageously, automated, so that the railway platform can couple, verify its connection, and detach without human intervention.

[0047] The fact that the rail platform is self-propelled and carries its own energy for propulsion allows it to utilize the non-electrified section of a rail network (that is, the part of the network not equipped with overhead lines or other means of supplying electrical power for train traction). The non-electrified section of rail networks is generally underutilized, as the electrified section is prioritized for reasons of economy, environmental impact, and efficiency. The non-electrified section of rail networks (particularly the French rail network) therefore offers significant potential for operating self-propelled and autonomous rail platforms.

[0048] To ensure operator-free operation, the rail platform includes, in particular, communication systems enabling it to obtain information related to its mission within the context of multimodal transport, as well as information on train traffic on the rail network or information on the procedures to follow on the network depending on train traffic. The rail platform also includes a sensor system 7 adapted to monitor the environment of the rail platform while it is moving on the rail network. The sensors 7 may include cameras 71 and / or telemetry sensors 72. The term "camera" refers to any means of image acquisition. Telemetry sensors correspond to any means of determining distance or depth, such as lidar, radar, or a time-of-flight sensor.Monitoring the environment of the railway platform thus makes it possible here in particular to detect potential hazards such as obstacles on or near the track, and to detect and interpret the visual signage present on the passage of the railway platform.

[0049] The operating mode when the rail platform travels autonomously on the rail network, between its starting point and its destination area where a transshipment operation is planned, is called "long-distance mode." This long-distance mode must allow for interoperability with trains (autonomous or not) running on the network, and may therefore depend on the network in question.

[0050] To this end, the sensor system can also advantageously include a GNSS receiver. A GNSS receiver (Global Navigation Satellite System) is an electronic device that uses signals emitted by satellites to determine its geographic position on Earth. GNSS systems include several satellite navigation systems, such as the US's GPS (Global Positioning System) and the European Union's Galileo, and other similar systems.

[0051] The railway platform proposed within the framework of the present invention differs, however, particularly from known systems when it arrives in its destination zone. The destination zone corresponds to an area near the intended point where a container transshipment is to take place. The destination zone can thus measure from a few meters to several hundred meters, depending on whether it corresponds, for example, to a simple transshipment dock or a complete freight station.

[0052] The railway platform includes communication equipment and sensors 7 for operation in the destination area. In the example considered, these are the same equipment and sensors as for long-distance operation, but, depending on the embodiment, dedicated communication equipment and / or sensors may be used. The railway platform thus includes one or more cameras 71 and one or more telemetry sensors 72, in this case lidars.

[0053] Thus, after being piloted in long-distance piloting mode to cover all or part of the distance between the starting point and the arrival area, the railway platform is in the arrival area in a "last meters" mode.

[0054] There figure 2 represents on a general logic diagram a method for controlling the railway platform according to an embodiment of the present invention.

[0055] In a long-distance (E1) piloting stage, the railway platform travels a route on a rail network between its starting point and a destination. In this stage, long-distance piloting may include the autonomous movement of the railway platform using route information, which takes into account traffic on the rail network and is received via its communication systems. Throughout its autonomous movement, the railway platform monitors its environment using its sensors (here, cameras and lidar) to detect any hazards, particularly obstacles present on the track or approaching the track, and to identify trackside signage.

[0056] The railway platform's sensor system may also include an accelerometer and / or a gyroscope. These two types of sensors can help determine the target truck's position relative to the platform by estimating its orientation, for example, if the railway track is not perfectly horizontal.

[0057] Long-distance E1 piloting can also include journeys during which the railway platform is coupled to a motor car or train (self-propelled and / or autonomous, or conventional).

[0058] When the railway platform arrives in its destination area, a piloting phase in last meters mode E2 begins.

[0059] The purpose of piloting the platform in the destination area is to carry out a transshipment of a container, namely the loading of the container onto the platform from a truck, or the unloading of the container from the platform onto a truck.

[0060] This corresponds to a mission assigned to the platform following a booking made by a carrier. This booking links a given container and / or truck to a given rail platform, and where applicable, a given truck for the portion of the journey following the rail route, within a multimodal transport operation.

[0061] This information is associated with time and geographical data for the retrieval of the container by the rail platform and for the transshipment from the rail platform after the rail journey.

[0062] For the remainder of the description, we assume that the rail platform must first pick up a container from a truck present in the destination area.

[0063] The E2 last-meter piloting process then involves the following steps, which are detailed with reference to the figure 3as follows. First, the rail platform performs a detection and identification of a target truck E3. The target truck is the truck from which a container must be retrieved by the rail platform.

[0064] Once the target truck is detected, a positioning step is performed on the rail platform E4, bringing it into a position conducive to transshipment. Finally, in a control step for the transshipment device integrated into the rail platform E5, the transshipment—in this case, the loading of a container from the target truck onto the rail platform—is carried out autonomously by the platform's transshipment device.

[0065] Once the container is loaded and secured on the rail platform, the platform switches back to long-distance piloting mode. Its current position becomes the starting point, and the area where it needs to transfer the container onto a truck becomes the destination zone. When the rail platform reaches this new destination zone, last-meter piloting mode is reactivated, and the transshipment (i.e., unloading the container onto a truck) is carried out as described above. mutatis mutandis.

[0066] Finally, it should be noted that in certain situations, namely after unloading a container onto a truck, if the platform has to take charge of a new container on a truck located in the same area, it can remain piloted in last meter mode in order to carry out the loading from the new target truck.

[0067] Generally, once an unloading has been carried out, the platform receives, via its means of communication, a new route either to load a new container (in the current area or in a new destination area), or to return to a depot while waiting for a new mission, or to go to a charging station to recharge its batteries.

[0068] There figure 3 represents, by way of simple example, the detail of a step of detection and identification of the target truck that can be implemented in a process according to the present invention.

[0069] Thus, the target truck detection and identification stage E3 can include the following steps. First, in a slow-speed advancement stage E31, the rail platform moves slowly along a track to allow for detailed observation and analysis of its environment (or monitoring) using its sensors and analytical tools. These analytical tools can be integrated into the rail platform or reside on a remote server with which the rail platform communicates in real time.

[0070] During its slow-speed progress, the rail platform progressively detects each truck that is in its vicinity, in a truck detection step E32. Truck detection can be achieved in particular by a recognition algorithm in the images captured by the cameras 71. The actual presence of a truck can be validated by computer means (onboard the rail platform or remote from it) running a program to determine that the truck is present.

[0071] This determination can use a shape analysis.

[0072] In some embodiments, this shape analysis can be based on a depth map captured by the railway platform, depending on the sensors it contains.

[0073] Alternatively, each truck participating in the multimodal transport operation could be equipped with a beacon emitting a signal to indicate its presence. Finally, the rail platform could be designed to receive a signal emitted by a fixed element when a truck is positioned in a loading or unloading area. For example, each loading or unloading area could include a truck presence sensor (e.g., by detecting its mass or changes in the magnetic field). When a truck is in position and stationary, a light, for example green, visible to the rail platform's sensors, is illuminated. Similarly, if a truck's presence is detected in the loading or unloading area, either by this method or by any other sensor present there, a signal indicating the truck's presence can be sent to the rail platform.

[0074] Each detected truck is assigned an E33 identification. E33 identification involves determining an identifier for the detected truck, which can then be compared to a known identifier of the target truck with which a transshipment operation is to be carried out. An identifier is any information that allows for a reliable determination of which truck it is. Preferably, the identifier is unique and associated with a specific truck. This identification can be performed in several ways. If the truck is equipped with a tracking device, the device can directly send its own identifier to the rail platform, which is then compared to the identifier of the target truck. Alternatively, the rail platform sensors can enable visual identification of the truck.In particular, the license plate of the truck (or the trailer attached to the truck as defined in this document) can be read, and the number it bears is compared to the license plate number of the target truck. Alternatively, or in addition, the truck may display any symbol characteristic of the target truck, temporarily affixed to the truck or container (if the platform is to retrieve a container). This symbol can then be recognized to identify the target truck. The general principle of target truck identification (E34) therefore lies in comparing a detected truck identifier with a known identifier of the target truck.

[0075] Determining the presence of a truck and / or identifying the truck can utilize artificial intelligence models. In particular, advanced machine learning techniques and other artificial intelligence (AI) techniques can be employed. Machine learning enables a computer system to learn and improve from data without being explicitly programmed for each specific situation. In the context of the present invention, such an algorithm can be trained on a dataset from sensors corresponding to those of the railway platform, allowing for the determination of a truck's presence and / or its identification.The use of machine learning (or other artificial intelligence techniques) is particularly relevant in the context of the present invention in which it is not possible to guarantee perfect reproducibility in each transshipment situation: the exact position of the truck may vary, the truck may have an unexpected shape or appearance (different trailer model, dirty or damaged license plate, etc.).

[0076] There figure 4 represents, by way of simple example, a positioning step of the railway platform that can be implemented in a control process conforming to the present invention.

[0077] Once the target truck has been identified, the platform must be positioned and immobilized in a precise position that allows the transshipment operation to then be carried out.

[0078] This railway platform positioning step begins with determining the position of the target truck E41, in relation to the railway platform.

[0079] For this, an estimate is made of a distance between the railway platform and the target truck E42. In particular, the distance is estimated, using sensors 7, between two (or more) reference points located on the railway platform and on the truck, this distance (or these distances) making it possible to guarantee, when it corresponds to a precise value, that the railway platform is correctly positioned to carry out a transshipment operation with the truck.

[0080] Then, the platform control system controls a movement of the platform, thus positioning the E43 platform according to the estimated distance to the truck.

[0081] During platform positioning, the distance between the rail platform and the target truck E42 is continuously estimated to allow for adjustments to the platform's positioning as needed. "Continuously" means that measurements are taken successively at very short intervals. Typically, several measurements are taken within one second. The measurement interval must be such that, as the rail platform moves at low speed, multiple measurements are taken successively within the permissible distance range for platform positioning.

[0082] When the desired distance is reached, i.e. when the railway platform is in a position suitable for transshipment, the platform commands its immobilization E44; during which its braking system is tightened and kept tight.

[0083] It should be noted that the desired relative position between the rail platform and the target truck depends on the configuration of the transshipment device integrated into the rail platform. For example, with a transshipment device featuring a linear lifting arm mounted on a rotating platform, the truck must be positioned at an angle, for example 45°, to the direction of track extension. The desired positioning of the rail platform relative to the truck is achieved when the truck's centerline intersects the axis of rotation of the rotating platform carrying the linear lifting arm. When the transshipment device includes a gantry for lifting and moving the container laterally (relative to the rail platform), the truck and container must be positioned side-by-side, parallel to each other. Other configurations are possible.

[0084] The immobilization of the E44 railway platform can be completed, if necessary, by the deployment of stabilizing feet which guarantee the stability of the platform during a transshipment.

[0085] There figure 5 represents, by way of simple example, a control step of the E5 transshipment device that can be implemented in a control process conforming to the present invention.

[0086] Two cases must be considered depending on whether the transshipment concerns the loading of a container on the E6 rail platform or the unloading of a container from the E7 rail platform.

[0087] In the case of loading a container onto the rail platform E6, the platform typically uses image analysis or a depth map to detect the gripping points of container E61 located on the target truck. These gripping points are standardized and located at the corners of the container. The transshipment device is then activated to grip the container by all or some of its points. The loading of container E62 is then carried out. The loading of the container onto the platform can be finalized by locking the container in position E63 on the rail platform.

[0088] In the case of unloading a container from the rail platform E7, the platform typically uses image analysis or a depth map to detect the loading platform of the target truck E71. The platform's position, shape, etc., are determined so that the final position the container must have on the truck after unloading from the rail platform is precisely identified. The unloading of the container E72 then takes place. The unloading of the container from the platform can be finalized by locking the container onto the truck bed in position E73.

[0089] A rail platform is thus proposed that can independently transship a container to and from a truck. The rail platform is autonomous in carrying out all or part of its movements and is operated using a specific "last meters" control method to perform the transshipment operations, from detecting the target truck to the transshipment itself.

Claims

1. Method for controlling a self-propelled and autonomous railway platform (1) adapted for the transport of at least one container, the method comprising a piloting step of the railway platform (1) between a starting point and an arrival zone according to a piloting mode called long distance mode (E1), which takes into account information on train traffic on the network and signaling, so that the railway platform (1) moves from said starting point to said arrival zone; characterized in thatThe process further includes, when the rail platform (1) is in the arrival zone, a step of piloting the rail platform (1) according to a piloting mode called last meters mode (E2), comprising the following steps: • identification of a target truck with which a transshipment operation is to be carried out (E3); • determination of a position of the target truck (E41); • positioning of the rail platform (1) according to the position of the target truck (E43); and • control of a transshipment device (5) which includes the rail platform (1) in order to load a container onto the rail platform (1) from the target truck or in order to unload a container from the rail platform (1) onto the target truck (E5).

2. A method for controlling a railway platform (1) according to claim 1, wherein the target truck identification step (E3) comprises the following steps: • slow-speed advancement of the railway platform (1) into the arrival zone and supervision by the railway platform (1) of its environment using its sensors (7) (E31); • detection of each truck in the vicinity of the railway platform (1) using the sensors (7) (E32); • identification of the target truck as the railway platform (1) passes near said target truck with identification means associated with the platform (E33).

3. Method of controlling a railway platform (1) according to claim 2, wherein the identification of the target truck (E3) comprises, for each truck in the vicinity of the railway platform (1), the comparison between an identifier of the nearby truck and a known identifier of the target truck (E34).

4. Method of controlling a railway platform (1) according to claim 2 or claim 3, comprising taking images by at least one camera (71) which comprises the railway platform (1), detecting by analysis of the images the presence of a truck, and determining its identifier, for example by reading its registration plate in the images.

5. A method according to any one of claims 2 to 4, in which the detection of each truck and / or the identification of the target truck are carried out by an algorithm using an artificial intelligence model, preferably a machine learning model.

6. Method of controlling a railway platform (1) according to any one of the preceding claims, wherein the step of determining the position of the target truck (E41) includes an estimation of a distance between the railway platform (1) and the target truck, said estimation being carried out using distance sensors (72) and / or image analysis (71).

7. Control method according to claim 6, wherein the estimation of a distance between the railway platform (1) and the target truck is carried out continuously (E42) during the positioning of the railway platform (E43).

8. Method of controlling a railway platform (1) according to any one of the preceding claims, comprising, following the step of determining the position of the target truck (E41), verifying that the determined position of the target truck allows, with a corresponding adapted positioning of the railway platform (1), a transshipment of a container between the railway platform (1) and the target truck, and, if the transshipment is not possible, the emission of a message indicating that the truck must be repositioned.

9. Method of controlling a railway platform (1) according to any one of the preceding claims, wherein the control step of an integrated transshipment device (5) comprises, for loading a container onto the railway platform (1) from the target truck, a detection of container gripping points (E61) and the control of the transshipment device (5) so as to grasp said gripping points (E63).

10. Method of controlling a railway platform (1) according to any one of the preceding claims, wherein the control step of an integrated transshipment device (5) comprises, for unloading a container from the railway platform (1) onto the target truck, a detection of a loading platform of the target truck (E71) and the control of the transshipment device (5) so as to deposit the container on said platform (E72).

11. Method of controlling a railway platform (1) according to any one of the preceding claims wherein, during the entire operation of the railway platform (1) according to the so-called last meter operating mode (E2), monitoring of the environment of the railway platform (1) is carried out using sensors (7), and, if a danger or anomaly is detected, the current step is stopped.

12. Method of controlling a railway platform (1) according to any one of the preceding claims, wherein the long-distance mode (E1) comprises the autonomous movement of the railway platform (1) on a railway network and / or the coupling of the railway platform (1) to a train traveling on said railway network.

13. Self-propelled and autonomous railway platform (1) adapted for the transport of at least one container, the platform comprising a control system and means of communication enabling the platform (1) to move autonomously on a railway network from a starting point to an arrival zone, characterized in thatThe control system is configured so that: - when the rail platform (1) travels autonomously between its starting point and its arrival zone, the control system executes a control mode called long-distance mode (E1), which notably takes into account information on train traffic on the network as well as signaling; and - when the rail platform (1) is in the arrival zone, the control system executes a control mode called last-meter mode (E2), the rail platform (1) having, for the execution of the last-meter mode, a sensor system (7) adapted to identify a target truck with which a transshipment operation must be carried out (E3), determine a position of the target truck (E41) and assist in the positioning of the rail platform (1) according to the position of the target truck (E43); and in thatthe railway platform (1) includes a transshipment device (5) adapted to load a container onto the railway platform (1) from the target truck or to unload a container from the railway platform (1) onto the target truck, and a control device for the transshipment device (5) adapted to autonomously control a transshipment of the container between the truck and the railway platform (E5).

14. Railway platform (1) according to claim 13, wherein the sensor system (7) comprises at least one of the following sensors: - a telemetry sensor (72), for example a lidar, - a camera (71), - a radar, - an ultrasonic detector, - a contact distance sensor.

15. Railway platform (1) according to claim 14, wherein the sensor system further comprises at least one of the following sensors: - an accelerometer, - a gyroscope, - a GNSS receiver.

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