Railway platform with a lateral transshipment device

Abstract

The invention relates to a railway platform (1) comprising a longitudinal chassis (2) on which is mounted a transshipment device with two lifting cranes (4), capable of loading and unloading containers (5) relative to a truck. Each crane has a frame (9) attached to the chassis (2) and oriented transversely, as well as a stabilizing arm (11) provided with a spreader portion (111) and a support portion (112), both of which are rotatable to support the crane during transshipment. Furthermore, the lifting device (13) consists of two movable parts designed to articulate and hold the container (5): the first part (131) pivots on the frame (9) or the spreader portion (111), while the second part (132), fixed to the end of the first part, is equipped with a device adapted to be attached to the container (5) for transshipment. Figure for the summary: Figure 10

Description

Title of the invention: Railway platform comprising a lateral transshipment device. 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 logistics chain by exploiting the advantages of each mode of transport. The objective of multimodal transport is thus to improve the efficiency of freight transport while reducing costs and environmental impacts.

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

[0004] In particular, for standardized containers known as "ISO" containers, two lengths have been defined: 20-foot (approximately 6 m) and 40-foot (approximately 12 m) containers. These containers have a width of 8 feet (2.44 m) and can have a height of 8 feet 6 inches (2.59 m) or 9 feet 6 inches (2.89 m). Other container dimensions are common, ranging from 6 feet (approximately 2.5 m) to 40 feet (approximately 12 m).

[0005] Containers thus allow the transport of goods by different modes (such as cargo ships, trains, and trucks, etc.) which are adapted to carry them.

[0006] 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.

[0007] The invention relates more particularly to a motorized railway platform enabling the autonomous movement of a container, and specifically adapted for the multimodal transport of containerized goods. STATE OF THE ART

[0008] A number of documents describing solutions in this context are known. Document US20230174119 discloses a self-propelled railcar for the transport of goods, particularly containers, which is autonomous in its movements. on a railway network. To achieve this, the wagon is equipped with a set of sensors enabling, among other things, wagon localization and obstacle detection. However, the wagon described in this document only allows for autonomous transport of goods between two points and is dependent on external infrastructure for transshipment.

[0009] Some container loading or unloading devices integrated into railcars have also been described. For example, document WO2015 / 136324 and document DE19856179 present railcars having an integrated container transshipment crane.

[0010] The known transshipment devices between a railcar and a truck trailer are nevertheless imperfect. In particular, they assume that the truck is in close proximity to the railcar. Description of the invention

[0011] The present invention aims to remedy all or part of the disadvantages of the prior art mentioned above.

[0012] To this end, the invention aims in particular to propose an autonomous rail platform, dedicated to the multimodal transport of goods, rail and road, which includes an optimized device for transshipping a container between said rail platform and a truck.

[0013] In particular, the invention relates to a railway platform comprising a transshipment device adapted for loading a container onto the railway platform from a truck or for unloading a container onto a truck from said railway platform. The railway platform comprises a chassis extending in a longitudinal direction, considered horizontal. The transshipment device comprises two lifting cranes, namely a first crane and a second crane.

[0014] Each lifting crane comprises • a frame attached to the chassis of the railway platform, the frame being arranged transversely, that is to say perpendicular to the longitudinal direction and horizontally, at least during a transshipment operation, • a stabilizing arm attached to the frame, capable of assuming a folded position during movement of the railway platform and a deployed position in which it bears against the ground, the stabilizing arm comprising a spacing portion and a support portion, the spacing portion being rotatably mounted on the frame and the support portion being rotatably mounted on the spacing portion, the spacing portion being substantially transverse in the deployed position of the stabilizing arm, and the support portion being substantially vertical and configured to bear weight on the ground at a point transversely distant from the railway platform when the stabilizer arm is deployed, and • a lifting device comprising a first part and a second part movable in a plane perpendicular to the longitudinal direction, at least during a transshipment operation, a first end of the first part being rotatably mounted on the frame or on the spreading portion of the stabilizer arm at a point transversely distant from a median longitudinal axis of the railway platform, a first end of the second part being rotatably mounted to a second end of the first part, and a second end of the second part being equipped with a device adapted to attach to the end of a container.

[0015] The railway platform proposed within the framework of the present invention allows the transshipment of a container between the railway platform and a truck (or truck trailer) located alongside the railway platform. This can then be referred to as transshipment in the transverse direction, or alternatively and equivalently as lateral transshipment.

[0016] Thanks to a lifting device located at a distance from the median axis of the platform, the two cranes of the device allow a greater distance between the railway platform and the truck than the tilting cranes known in the prior art.

[0017] Furthermore, the stabilizing arm, which has a rotating spreader arm relative to the frame, allows for a support point far from the chassis of the railway platform, so that the container is not (or only minimally) cantilevered when lifted by the lifting device. This ensures perfect stability during transshipment operations.

[0018] This configuration proves to be particularly well suited to carrying out autonomous transshipment, without human intervention.

[0019] The railway platform may further comprise a first platform on which the frame of the first crane is fixed and a second platform on which the frame of the second crane is fixed, and a fixing interface between each frame and the platform on which it is fixed is configured to allow a 180° turn, around a vertical axis, of the corresponding crane.

[0020] The fixing interface may include a set of slides provided in the plate, the set of slides comprising a first longitudinal slide and a second slide connecting two opposite points transversely on either side of the first slide, the frame comprising a first slide movable in translation in the first slide, and a second slide movable in translation in the second slide.

[0021] The second slide can then, for example, be straight or formed of two symmetrical segments on either side of the first slide.

[0022] At least one of the first platform and the second platform can be mounted movable in longitudinal translation on the chassis of the railway platform.

[0023] The device adapted to be attached to the end of a container may include slings.

[0024] The first part of the lifting device can be substantially triangular.

[0025] One or more rotations among the rotation of the spreading portion with respect to the frame, the rotation of the support portion with respect to the spreading portion, the rotation of the first part of the lifting device with respect to the frame or the spreading portion, and the rotation of the second part of the lifting device with respect to the first part can be controlled by hydraulic cylinders.

[0026] The railway platform may further include movable stabilizers between a folded position and an extended position in which they bear on the ground at a distance, transversely, from the chassis of the railway platform.

[0027] The railway platform may include a control device adapted to automatically control a transshipment. BRIEF DESCRIPTION OF THE FIGURES

[0028] 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: • [Fig. 1] is a schematic three-dimensional view of a railway platform according to an embodiment of the present invention; • [Fig.2] is a schematic three-dimensional view of a crane that can be implemented in an embodiment of the invention, the crane being in a folded position corresponding in particular to a transport configuration; • [Fig.3] is a schematic three-dimensional view of a crane that can be implemented in an embodiment of the invention, the crane being in an unfolded position corresponding in particular to a transshipment configuration; • Figures 4 to 8 represent different stages of turning a crane off the platform; • Figure 9 represents one aspect of the embodiment presented above, during the turning of a crane, • [Fig. 10] represents the railway platform of [Fig. 1] during a transshipment operation. DETAILED DESCRIPTION OF THE INVENTION

[0029] The present description is given as a non-limiting example of an embodiment.

[0030] Figure 1 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 schematically here. It can be formed in any known manner for a railcar, in particular for a freight railcar, and especially a container railcar.

[0031] The railway platform 1 extends along a direction conventionally referred to as the longitudinal direction L. The transverse direction T is defined as the direction perpendicular to the longitudinal direction located in a substantially horizontal plane (when the railway platform 1 travels on flat, horizontal ground). The vertical direction Z is defined as the direction perpendicular to both the longitudinal direction L and the transverse direction T.

[0032] The railway platform 1 is mounted on bogies 3, allowing its movement on rails.

[0033] The railway platform 1 includes a transshipment device which includes two cranes 4, namely a first crane 41, and a second crane 42.

[0034] The first crane 41 and the second crane 42 are advantageously identical.

[0035] The operation of each of the cranes is explained in more detail with reference to the following figures.

[0036] The transshipment device aims to enable the loading and unloading of a container, that is to say in particular the transshipment of a container 5 from a truck to a railway platform according to an embodiment of the invention.

[0037] In the context of the present invention, the truck from which container 5 is loaded or on which container 5 is unloaded is positioned along the railway platform 1, its trailer 6 positioned substantially parallel to said railway platform, i.e. longitudinally.

[0038] In order to adapt to the length of the container to be transshipped, at least one of the cranes 41,42 is mobile in longitudinal translation on the chassis 2. For this, the crane is fixed on a platform 7 which is mobile on longitudinal guides 8 formed on the chassis 2.

[0039] In this case, the first crane 41 is mounted on a first platform 71 and the second crane 42 is mounted on a second platform 72. In the example here As shown, the first platform 71 and the second platform 72 are both mobile in translations on the guides 8. This allows in particular to load any container, whatever its length, in the center of the railway platform 1 in the longitudinal direction.

[0040] Advantageously, the distance between the first crane 41 and the second crane 42 can be adapted to allow the transshipment of a 20-foot container or a 40-foot container.

[0041] Fig. 2 and Fig. 3 represent a crane 4 which can be implemented in the present invention.

[0042] Crane 4 is shown in [Fig.2] in a folded position. The folded position corresponds to the position of the crane during the movement of the railway platform (whether or not a container is on said railway platform).

[0043] Crane 4 is shown in [Fig. 3] in an extended position. The extended position corresponds to the position that the crane has during a transshipment operation.

[0044] The crane 4 comprises a frame 9. The frame 9 constitutes the basic and support element of the crane 4. The frame 9 is intended to be connected to the chassis 2 of the railway platform 1, either directly or, in this case, via the platform 7. In the embodiment shown, the frame 9 has the shape of a U-beam. In the example shown, the frame 9 also comprises connecting elements to the platform 7, in the form of a first slide 101 and a second slide 102, the function of which is detailed below.

[0045] The crane also includes a stabilizer arm 11, comprising a spreader portion 111 and a support portion 112. The spreader portion 111 is a portion of the arm intended to extend transversely when the stabilizer arm is deployed, i.e. when the crane is unfolded as shown in [Fig.3].

[0046] The support portion 112 is the portion of the stabilizer arm 11 that creates a support on the ground, for example via a foot 12 whose orientation relative to the horizontal can advantageously adapt to the ground. The support portion 112 thus extends essentially vertically, that is to say, vertically within 20° of an angle. More precisely, in the example shown, the support portion 112 comprises two sections: a first section 1121, substantially transverse in the extended position of the crane 4, which, in this extended position of the crane, extends the spreader portion 111, and a second section 1122, substantially vertical.

[0047] Between the folded and unfolded positions of the crane, the spreading portion 111 is deployed by rotation relative to the frame 9, in particular by rotation of the spreading arm around an axis (first axis of rotation Al) substantially parallel to the longitudinal direction L. A first cylinder VI, interposed between the frame 9 and the portion of spacing 111 and linked to said portion of spacing 111 at a distance from the first axis of rotation Al ensures this rotation.

[0048] The support portion 112 is for its part put into deployed configuration (allowing support on the ground) by rotation with respect to the spreading portion around an axis (second axis of rotation A2) substantially parallel to the longitudinal direction L. This rotation is ensured by a second cylinder V2 interposed between the spreading portion 111 and the support portion 112 and linked to said support portion 112 at a distance from the second axis of rotation A2.

[0049] The stabilizer arm thus allows the crane 4, in its extended position, to bear a certain distance laterally from the rest of the railway platform. The distance between the chassis 2 and the point of support on the ground at the foot 12 is advantageously (but not necessarily) on the order of the width of a container, or even more. In particular, this length is advantageously such that the center of gravity of a container positioned along the railway platform for loading (generally located close to the longitudinal median plane of the container) is situated between the chassis 2 and the foot 12. This prevents the container from being lifted overhanging the crane.

[0050] In the folded position of the crane, the spreader portion 111 and the support portion 112 of the stabilizer arm 11 are positioned substantially vertically, side by side. This is made possible by the first section 1121 of the support portion, which determines the spacing between the spreader portion 111 and the second section 1122 of the support portion 112 in the folded position of the crane 4.

[0051] The crane 4 also includes a lifting device 13. The lifting device is the device which makes it possible to lift one end of a container for its transshipment, and to bring it from the trailer 6 of a truck onto the chassis 2 of the railway platform or vice versa.

[0052] The lifting device 13 comprises a first part 131 and a second part 132. The first part 131 and the second part 132 are, during a transshipment operation, mobile in a plane perpendicular to the longitudinal direction PI (i.e. defined by the transverse and vertical directions).

[0053] The first part 131 is mounted rotatably, at the level of a first end 1311, on the frame 9, or, as is the case in the example shown, on the stabilizer arm 11. The rotation of the first part 131 takes place around a third axis A3, which is parallel to the longitudinal direction.

[0054] This rotation is ensured by a third cylinder V3, interposed between the frame 9 or the transverse arm 11 as is the case here and the first part 131, at a distance from the third axis A3.

[0055] During transshipment, the first part 131 largely enables the transverse movement of the container due to the tilting movement of this first part 131 and in particular its second end 1312 in the plane perpendicular to the longitudinal direction PI.

[0056] The second part 132 is, for its part, rotationally connected at its first end 1321 to a second end 1312 of the first part. This connection is a rotational connection about a fourth axis A4 parallel to the longitudinal direction, and the rotation is provided here by a fourth jack V4, which is interposed between the first part 131 and the second part 132, at a distance from the fourth axis A4.

[0057] The rotation of the second part 132 is the one which largely ensures the lifting (movement having a vertical component) of the container 5.

[0058] The second end 1322 of the second part is equipped with a device adapted to be attached to the end of the container 5 for gripping. This may be a gripping mechanism or, as in the example shown here, slings 14 equipped to be attached to the corner structures of the container 5.

[0059] The container gripping device must be configured to be connected to a container 5 on both sides of the crane (with respect to the plane perpendicular to the longitudinal direction PI). Indeed, the crane can advantageously be rotated 180° about a vertical axis, as explained with reference to Figures 4 to 6.

[0060] Indeed, crane 4 (and more generally each of the two cranes present on the railway platform) is adapted to unfold transversely in only one direction, due to its configuration described above. Thus, depending on whether the truck on whose trailer a container is to be retrieved or placed is on one side or the other of the railway platform, it is necessary to be able to choose the direction in which the crane unfolds.

[0061] To allow this reversal, the platform 7 is equipped with two slides, namely a first slide 151 and a second slide 152

[0062] The first slide 151 is longitudinal.

[0063] The second slide 152 connects two points on the platform that are transversely opposite. The second slide can be straight, or, as in the embodiment shown here, be formed of two straight segments symmetrical with respect to the first slide 151. The two straight segments form an angle on either side of the first slide, which can have a value, for example, between 30° and 60° with respect to said first slide.

[0064] The first slide 101 is movable in translation in the first slide 151. The second slide 102 is movable in translation in the second slide 152.

[0065] In the position shown in [Fig. 4], the first slide 101 and the second slide 102 are aligned transversely. This position allows the crane to unfold transversely, on one side of the railway platform. For the purposes of this description, this will be considered to be the left side G.

[0066] A reversing cylinder 16 allows the first slide 101 to be moved and its position to be determined in the first slide 151.

[0067] In [Fig.5], the reversing cylinder has moved, by traction, the first slide 101 in the first slide 151. This movement has the effect of causing a pivoting of the crane, the second slide 102 not being able to undergo the same translation as the first slide 101 (the second slide 152 not being longitudinal, and therefore not having the same orientation as the first slide 151, and the distance between the first slide 101 and the second slide 102 being constant).

[0068] The movement of the first slide 101 along the first slide 151 continues until the first slide 101 and the second slide 102 are aligned longitudinally. This configuration is shown in [Fig. 6]. The crane 4 is then oriented in a longitudinal vertical plane.

[0069] The first slide 101 is then pushed longitudinally by the reversing cylinder 16.

[0070] A mechanism orients the second slide 102 in the segment of the second slide 152 opposite to the segment in which it was in its starting position.

[0071] An example of a mechanism capable of performing this function is shown in [Fig. 9]. [Fig. 9] represents the platform 7 and its surroundings, omitting the crane 4 attached to the platform. The mechanism includes two stops that can be actuated to selectively block passage to the right or left side of the second slide. In [Fig. 9], a first stop 171 blocks the left side G of the second slide 152. The second stop 172 is retracted and leaves the passage to the right side D of the second slide 152 free.

[0072] Indeed, the second slide 102 was initially in the left segment ([Fig.4]), and therefore moves into the right segment. Since the second slide is not parallel to the first slide and the distance between the first slide 101 and the second slide 102 is constant, the progression of the second slide in the second slide 152 causes the crane 4 to rotate. This position is shown in [Fig.7].

[0073] The movement continues until the crane 4 is positioned transversely, as shown in [Fig. 8]. The crane 4 can then be extended to the right D. A container 5 can then be retrieved from the trailer 6 of a truck located on that (right) side of the railway platform 1 or be placed on this trailer 6 from said railway platform 1.

[0074] Obviously, the same operation is repeated if it is necessary to move the crane from its position in which it can unfold to the right D to its position in which it can unfold to the left G. In this case, it is the second stop 172 which is implemented to close the right part of the second slide 152, while the first stop remains retracted throughout the crane's reversal.

[0075] The rail platform 1 is advantageously self-propelled. In particular, it may include an electric propulsion system, powered by batteries or by a fuel cell producing electricity from hydrogen contained in a tank. Alternatively, it may include a combustion engine, in particular a hydrogen combustion engine. The propulsion means of the rail platform 1 may be used as the primary means of propulsion for the platform, or as a secondary means, i.e., to travel a limited distance before and / or after a transshipment operation.

[0076] The railway platform 1 is advantageously autonomous. Autonomous means that the railway platform 1 includes the sensors and the computer and / or communication systems necessary to ensure autonomous operation of the platform during its journey between a point of departure and a destination. Furthermore, the railway platform can advantageously perform a transshipment operation without human intervention.

[0077] For this purpose, the platform is positioned appropriately in relation to the truck, and in particular in relation to its trailer 6. This positioning aims to allow the transshipment of the container from the trailer 6 to the railway platform 1, or vice versa from the railway platform 1 to the trailer 6.

[0078] For this purpose, the truck was maneuvered to be positioned optimally on a loading and unloading area.

[0079] In particular, the trailer is placed longitudinally, along the railway track on which the railway platform travels, at a certain distance from said railway track, with a certain tolerance of positioning and alignment (according to the dimensions of the cranes 41, 42).

[0080] The railway platform 1 then positions itself longitudinally in the optimal position for transshipment.

[0081] To this end, the rail platform includes a set of sensors and computer systems (onboard or communicating with the rail platform 1) that, for example, identify the truck and its trailer and ensure that it is the truck from which container 5 is to be loaded (or onto which the container is to be unloaded). The sensor system also determines the truck's exact position. In the case of transshipment from the truck, it determines the position of the container, and in particular its lifting points (typically its corners).

[0082] Once the rail platform 1 is in position, optional stabilizers 18 are deployed. The stabilizers 18 can be located near each corner of the rail platform 1. The stabilizers 18 are designed to create stable support points on either side of the chassis 2 of the rail platform 1, in order to ensure good lateral stability when lifting a container. In the example of [Fig. 10] described below, the stabilizers 18 comprise a telescopic transverse arm 181 and a telescopic vertical arm 182, at the end of which a ground support plate 183 is attached.

[0083] The first crane 41 and the second crane 42 are brought longitudinally to the level of the ends of the container 5, slightly beyond these ends. If necessary, each crane 41, 42 is pivoted (as explained with reference to Figures 4 to 8) so that it can be unfolded on the side of the container 5.

[0084] The cranes 41, 42 are then unfolded. The device adapted to be attached to the end of a container is then attached to said container. For example, the slings 14 are attached to the four lower corners of container 5. The transshipment is carried out using the lifting device 13.

[0085] Figure 10 represents a transshipment operation in progress, container 5 being being lifted.

[0086] In the intermediate figuration of [Fig.10], which can be observed both during a loading operation on the railway platform 1 and during an unloading operation from the railway platform 1, the container 5 is lifted by the two cranes 4, and in particular their lifting device 13.

[0087] The slings 14 support the weight of the container which is taken up by the two cranes, and finally distributed on the ground between the feet 12 of the stabilizer arms 11, the wheels of the bogies 3, and the ground support plates 183.

[0088] Throughout the transshipment sequence, the sensors (optical sensors, proximity sensors, position sensors of the lifting device 13) on the railway platform continuously determine the position of the lifting device 13 and the container 5 to ensure the operation proceeds correctly. Any anomaly that is not corrected or that poses a potential hazard results in the sequence being stopped.

[0089] A rail platform is thus proposed that can easily and efficiently transship a container to and from a truck using its own resources. The rail platform is advantageously autonomous for carrying out transshipment operations, and even more advantageously autonomous for performing rail transport within a multimodal shipment. A complete and autonomous solution for the rail portion of a multimodal transport is therefore proposed.

Claims

1. Demands A railway platform (1) comprising a transshipment device adapted to load a container (5) onto the railway platform (1) from a truck or to unload a container (5) onto a truck from said railway platform (1), the railway platform (1) comprising a chassis (2) extending in a longitudinal direction (L), considered horizontal, the transshipment device comprising two lifting cranes (4), namely a first crane (41) and a second crane (42), characterized in that each lifting crane (4) comprises - a frame (9) linked to the chassis (2) of the railway platform (1), the frame (9) being arranged transversely, i.e. perpendicular to the longitudinal direction (L) and horizontally, at least during a transshipment operation, - a stabilizing arm (11) linked to the frame (9),capable of assuming a folded position during movement of the railway platform (1) and a deployed position in which it bears on the ground, the stabilizer arm (11) comprising a spacing portion (111) and a support portion (112), the spacing portion (111) being rotatably mounted on the frame (9) and the support portion (112) being rotatably mounted on the spacing portion (111), the spacing portion (111) being substantially transverse in the deployed position of the stabilizer arm (11), and the support portion (112) being substantially vertical and configured to bear on the ground at a point transversely distant from the railway platform (1) in the deployed position of the stabilizer arm (11), - a lifting device (13) comprising a first part (131) and a second part (132) movable in a plane perpendicular to the longitudinal direction (L), at least during a transshipment operation,a first end (1311) of the first part (131) being rotatably mounted on the frame (9) or on the spacing portion (111) of the stabilizer arm (11) at a point transversely distant from a median longitudinal axis of the railway platform (1), a first end (1321) of the second part (132) being rotatably mounted to a second end (1312) of the first part (131), and, a second end (1322) of the second part (132) being equipped with a device adapted to attach to the end of a container (5).

2. Railway platform according to claim 1, further comprising a first platform (71) on which is fixed the frame (9) of the first crane (41) and a second platform (72) on which is fixed the frame (9) of the second crane (42), and in which a fixing interface between each frame (9) and the platform (71, 72) on which it is fixed is configured to allow a 180° turn, about a vertical axis, of the corresponding crane (41, 42).

3. Railway platform according to claim 2, wherein the fixing interface comprises a set of slides provided in the platform (7), the set of slides comprising a first longitudinal slide (151) and a second slide (152) connecting two opposite points transversely on either side of the first slide (151), the frame (9) comprising a first slide (101) movable in translation in the first slide (151), and a second slide (102) movable in translation in the second slide (152).

4. Railway platform according to claim 3, wherein the second slide (152) is straight or formed of two symmetrical segments on either side of the first slide (151).

5. Railway platform according to any one of claims 2 to 4, wherein at least one of the first platform (71) and the second platform (72) is mounted movable in longitudinal translation on the chassis (2) of the railway platform (1).

6. Railway platform according to any one of the preceding claims, wherein the device adapted to be attached to the end of a container (5) comprises slings (14).

7. Railway platform according to any one of the preceding claims, wherein the first part (131) of the lifting device (13) is substantially triangular.

8. A railway platform according to any one of the preceding claims, wherein the rotation of the gauge portion relative to the frame, the rotation of the support portion (112) relative to the gauge portion (111), the rotation of the first part (131) of the lifting device (13) relative to the frame (9) or the gauge portion (111), and the rotation of the second part (132) of the lifting device (13) vis-à-vis the first part (131) are controlled by hydraulic cylinders.

9. Railway platform according to any one of the preceding claims, further comprising stabilizers (18) movable between a folded position and an extended position in which they bear on the ground at a distance, transversely, from the chassis (2) of the railway platform (1).

10. Railway platform according to any one of the preceding claims, said railway platform (1) comprising a control device adapted to automatically control a transshipment.

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