Railway platform featuring a linear lifting arm transshipment device

Abstract

The invention relates to a railway platform comprising a transshipment device between said railway platform (1) and a truck adapted for loading or unloading a container. The transshipment device comprises a linear lifting arm (4), said lifting arm (4) being mounted on a rotating platform (15) which is substantially horizontal and pivotally connected to a frame (2) of the railway platform (1). The railway platform (1) comprises a compass cylinder (20) connected on one side to the frame (2) of the railway platform (1) and on the other side to an actuating arm (19) of the rotating platform (15). Actuating the compass cylinder (20) allows said lifting arm (4) to pivot between a transport position, in which the lifting arm (4) extends in the same longitudinal direction (L) as the railway platform (1), and a transshipment position in which the lifting arm (4) forms an angle (β) with respect to the longitudinal direction.Figure for the abbreviation: figure 2.

Description

Title of the invention: Railway platform comprising a transshipment device with a linear lifting arm. 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 immediate proximity and alignment of the truck alongside the railcar.

[0011] We finally know of container loading and unloading systems of the "linear lifting arm" type for trucks. This type of system, for example, described in document FR2710885, is effective, but is incompatible with use on a railcar, in particular because the loading (or unloading) is carried out by a longitudinal movement of the container, therefore from the rear, which is impossible or at least very complex on a railcar. Description of the invention

[0012] The present invention aims to remedy all or part of the disadvantages of the prior art mentioned above.

[0013] To this end, the invention aims to provide 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.

[0014] Thus, the present invention relates to a railway platform comprising a transshipment device adapted to load a container onto the railway platform from a truck or to unload a container onto a truck from said railway platform.

[0015] The transshipment device includes a lifting arm of the linear lifting arm type, said lifting arm being mounted on a rotating platform which is substantially horizontal and linked at a pivot to a chassis of the railway platform.

[0016] The railway platform includes a compass cylinder linked on one side to the chassis of the railway platform and on the other side to an actuating arm for the rotating platform, such that actuating the compass cylinder allows the lifting arm to be rotated between a transport position, in which the lifting arm extends in the same longitudinal direction as the railway platform, and a position transshipment in which the lifting arm forms an angle [3 vis-à-vis the longitudinal direction.

[0017] The railway platform proposed within the framework of the present invention thus allows the use of a linear lifting arm for transshipping a container between the railway platform and a truck (or truck trailer). This is made possible in particular by the adoption of a rotating platform system on which the lifting arm is mounted. The rotating platform is adapted to support the weight of the lifting arm and a container, even a large one, and to pivot despite the load it bears, thanks to the use of at least one compass cylinder linked to an actuating arm of the rotating platform.

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

[0019] The actuating arm can be linked to the compass cylinder by a pivot, said pivot being mounted in a slide on the actuating arm, so that the pivot can translate along said actuating arm.

[0020] The railway platform may include two compass jacks to actuate the rotating platform in rotation.

[0021] The lifting arm comprises a fixedly mounted frame on the rotating platform, an angled rocking arm, said rocking arm being rotationally mounted on the frame, and a rotatingly mounted rocking frame on the frame.

[0022] The lifting arm may comprise a fixedly mounted frame on the rotating platform, a lower arm having a rear part articulated on the frame, and an angled upper rocker arm, said rocker arm having a rear part articulated on a front part of the lower arm.

[0023] The rocker arm can be telescopic.

[0024] The lifting arm may include a gripper, pivotally linked to a front end of the tilting arm, the gripper being configured to rigidly bind to an end face of a container.

[0025] The gripper may include two uprights at the ends of which are positioned locking mechanisms adapted to cooperate with corner structures of the end face of the container.

[0026] Each locking mechanism can be a rotating lock automatically actuated by a rack and pinion mechanism.

[0027] Optionally, the rotating platform can pivot clockwise and counterclockwise relative to the chassis of the railway platform, so as to allow the transshipment of a container to or from a truck located laterally on one side or the other of the railway platform.

[0028] In the transshipment position, the lifting arm can for example be oriented with respect to the longitudinal direction at an angle [3] between 30° and 60°, for example 45°.

[0029] The railway platform may include a linear arm locking device allowing the lower arm of the lifting arm to be immobilized with respect to the frame.

[0030] 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.

[0031] The railway platform may include a control device adapted to automatically control a transshipment.

[0032] The railway platform can be self-propelled and autonomously piloted.

[0033] The invention also relates to a transshipment assembly comprising a rail platform as described above and a trolley, the trolley having a cross member mounted on motorized rollers enabling the trolley to move, and at least one swiveling support adapted to receive a lower surface of a container. BRIEF DESCRIPTION OF THE FIGURES

[0034] 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 another three-dimensional schematic view of the railway platform of [Fig.1]; • [Fig.3] is a schematic three-dimensional view of a railway platform according to another embodiment of the present invention; • [Fig.4] is a schematic three-dimensional view of a lifting arm used on the railway platform of [Fig.3]; • [Fig.5] is a schematic three-dimensional view of a rotating platform that can be used on a railway platform according to the invention; • [Fig.6] is another schematic three-dimensional view of the rotating platform of [Fig.5]; • [Fig.7] is a schematic three-dimensional view of an example of a mechanism allowing the rotation of the rotating platform in figures 5 and 6; • Fig. 8 is a schematic three-dimensional view of another example of a mechanism allowing the rotation of the rotating platform in Figures 5 and 6; • [Fig.9] is a schematic three-dimensional view of a lifting arm locking device, which can be used in the context of the present invention; • [Fig. 10] is another view of the device in [Fig. 9]; • [Fig.1 1] is a detailed view of the mechanism of figures 9 and 10; • Figures 12 to 19 illustrate a container transshipment sequence from a truck to a railway platform conforming to an embodiment of the invention; • [Fig.20] is a schematic three-dimensional view of a corner structure of a container; • Figures 21 and 22 represent a rotating lock that can be used in the context of the present invention; • Figures 23 and 24 represent a trolley that can be used in the context of the present invention. • Fig. 25 represents, according to a partial three-dimensional view, a railway platform conforming to another embodiment of the present invention; • Figures 26 to 29 illustrate a transshipment sequence of a container from a truck to a rail platform carried out with the rail platform of [Fig.25]. DETAILED DESCRIPTION OF THE INVENTION

[0035] The present description is given as a non-limiting example of an embodiment.

[0036] 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.

[0037] 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 L 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.

[0038] The railway platform 1 is mounted on bogies 3, allowing its movement on rails.

[0039] The railway platform 1 includes a lifting arm 4. The lifting arm 4 comprises a lower arm 5 and an upper, angled tilting arm 6. The tilting arm 6 has a portion conventionally called the rear portion, which is articulated with respect to a portion called the front portion of the lower arm 5. The tilting arm is said to be angled because its front portion forms an angle, for example, a substantially right angle, with respect to its rear portion. The articulation between the tilting arm 6 and the lower arm 5 is achieved here by means of two tie rods 7. The two tie rods 7 provide the lifting arm 4 with kinematics that increase the reach of the lifting arm 4.

[0040] The lower arm 5 has a part conventionally called the rear part, opposite its front part, which is articulated on a frame 8 which is mounted on the chassis 2.

[0041] The lifting arm 4 finally includes, at the front end 9 of the tilting arm 6 opposite the rear part of the tilting arm, a gripper 10. The gripper 10 is pivotally connected to the front end 9. The gripper 10 advantageously includes a structure for gripping the corners of an end face of a container. In particular, the gripper 10 may include two uprights 11, which are advantageously telescopic, and which carry at their ends locking mechanisms 12 adapted to cooperate with the corners of the end face of the container. These locking mechanisms 12 and their operation are described in more detail below with reference to Figures 19 to 21.

[0042] Figure 1 shows the railway platform 1 with its lifting arm 4 in the transport position, i.e., in the lowered position and aligned with the longitudinal direction L. Figure 2 shows the lifting arm 4 in a raised position. In particular, the tilting arm is raised by lifting cylinders 13 which are interposed between the tilting arm 6 and the frame 8.

[0043] In [Fig.2], the frame 8 has been rotated approximately 45° clockwise with respect to the longitudinal direction L. The rotating plate mechanism enabling this rotation is described in more detail with reference to [Fig.5] to 7.

[0044] Figure 3 is a schematic three-dimensional view of a railway platform according to another embodiment of the present invention. This embodiment is essentially similar to that of Figures 1 and 2. However, in the embodiment of Figure 3, the frame 8 has a length considerably greater than that of Figures 1 and 2. In addition, the lower arm 5 of the lifting arm 4 is also longer and includes a portion 14 optimized for receiving the tilting arm 6 in the transport position shown in Figure 3.

[0045] Figure 4 is a schematic three-dimensional view of a lifting arm 4 used on the railway platform of Figure 3. Figure 4 shows the lifting arm once the tilting arm 6 has been tilted in the opposite direction from its transport position, thus enabling the gripping of a container.

[0046] The lifting arm in Figures 3 and 4 is therefore generally more resistant and provides better load guidance, but is less optimized, in terms of mass, than that in Figures 1 and 2.

[0047] As can be seen between [Fig.3] and [Fig.4], the lifting arm allows a translational movement between the transport position and the gripping position. This is commonly referred to as a "linear" lifting arm.

[0048] Figures 5 and 6 are schematic three-dimensional views of the rotating platform mechanism 15 that can be used on a railway platform according to the invention. The frame 8 of the lifting arm is rigidly fixed to the rotating platform 15.

[0049] The rotating platform 15 thus comprises a support platform 16. The support platform 16 may comprise, for example, an IPN-type beam structure. A steel plate is fixed, for example welded, to the top to form a top surface 17 of the platform.

[0050] On the underside, a lower plate is also attached, for example screwed, to the platform structure. This lower plate carries a shaft 18 of large diameter, which is mounted for rotation (in a bearing or a set of bearings) opposite the chassis 2 of the railway platform 1.

[0051] The shaft 18 has a diametrical notch at its free end for inserting and securing (for example, by screwing) an actuating arm 19, which here is in the form of an elongated plate. The rotating platform can be rotated by a compass cylinder 20. The compass cylinder 20 has a fixed part that is rigidly connected to the frame 2 of the railway platform 1 and a movable part connected to the actuating arm 19. In [Fig. 5] and [Fig. 6], only the compass mechanism is shown for the sake of clarity. The compass cylinder mechanism, including its cylinder, is nevertheless shown in more detail in [Fig. 7].

[0052] The frame 8 of the lifting arm being linked to the rotating platform, the actuation of the compass cylinder allows the lifting arm 4 to be rotated between a transport position, in which it extends in the longitudinal direction L, and a transshipment position in which the lifting arm forms an angle with respect to the longitudinal direction.

[0053] In order to allow the movement of the compass cylinder mechanism, the compass cylinder must be mounted both as a pivot at the level of the actuating arm 19, and also as a slide along the actuating arm 19. This slide may include rails in which a plate forming a carriage 191 can translate, said plate being mounted as a pivot opposite a moving part of the compass cylinder mechanism.

[0054] Between [Fig. 5] and [Fig. 6], the rotating plate was pivoted approximately 45° clockwise. It should be noted that the position of the plate along the actuating arm 19 changed between these two positions, thanks to the sliding mounting of the plate. It should also be noted that, starting from the position shown in [Fig. 5], the compass cylinder can be activated to rotate the support plate 16 clockwise or counterclockwise.

[0055] Furthermore, figures 5 to 7 show a single compass cylinder, but the system advantageously comprises two compass cylinders, linked to the actuating arm 19 on either side of the shaft 18. This provides a better distribution of forces in the system, offers an identical rotational torque in both directions of rotation, and increases the rotational torque.

[0056] Thus, [Fig. 8] represents an optimized variant of the compass cylinder system presented above. In the embodiment of [Fig. 8], the mechanism for actuation of the rotating plate 15 comprises two compass cylinders 20, 20'. The actuating arm 19 has rails 192 on its upper and lower surfaces, on which are mounted a first carriage 191 on one side of the actuating arm 19, and a second carriage 191' on the other side of the actuating arm relative to the shaft 18.

[0057] Each trolley can be guided on the rails 192 by rollers 193. This allows the transverse forces on the rails 192 to be absorbed, which can be significant, while allowing the trolleys to move along the rails without risk of jamming.

[0058] The rotating plate 15 can be linked to the shaft 18 directly or via a toothed ring 181 which is engaged with a corresponding toothed disk.

[0059] The rotary platform system actuated by a compass cylinder selected for the purposes of the present invention makes it possible to generate a significant rotational torque, considerably greater than the torque permissible by a rotary platform system with an epicyclic gear train generally considered for similar applications. In particular, for the transshipment of large containers, the rotary platform can be subjected to a load of approximately 40 tonnes, in addition to the mass of the lifting arm.

[0060] The rotating platform device used in the context of the invention is not only compatible with such loads, but is also simpler.

[0061] Fig. 9 illustrates another aspect of certain embodiments of the present invention, namely a locking device 21.

[0062] The lifting arm locking device 21 comprises a cross member 22 connected to the lower arm of the lifting arm 4. A frame 23 is connected to the cross member 22. It further supports an actuating cylinder 24 and a connecting piece 25. The connecting piece 25 is connected, at its end opposite relative to the frame 23, to a first cross member 26. As can be clearly seen in [Fig. 10], the actuating cylinder 24 is connected, at its end opposite relative to the frame 23, to a second cross member 27 parallel to the first cross member 26.

[0063] The ends of the first crossbar 26 and the second crossbar 27 are connected to claws 28. The extension or shortening of the cylinder actuation 24 thus causes the second crossbar 27 to tilt relative to the first crossbar 26 (which is held at a constant distance from the frame 23 by the connecting piece 25), which therefore causes the claws 28 to tilt.

[0064] In a locked position shown in [Fig. 9], the claws 28 are locked onto stops 29 in the frame 8, which have a shape matching the claws 28. This locked position is used in particular when the railway platform moves on the railway network. In an unlocked position shown in [Fig. 10], the claws 28 are raised and no longer mechanically interfere with the stops 29. The lower arm is released, allowing the lifting arm 4 to move.

[0065] Figures 12 to 19 illustrate a transshipment sequence of a container from a truck to a railway platform according to an embodiment of the invention.

[0066] Figure 12 represents a railway platform 1 according to an embodiment of the invention. Compared to the railway platform previously described with reference to Figures 1 to 4 in particular, the railway platform 1 has the following features (which are independent of each other and applicable independently to various embodiments).

[0067] The rocker arm 6 of the lifting arm is telescopic. In the example shown here, the rocker arm 6 has three sections and can be extended or retracted using a hydraulic system (typically cylinders), preferably internal to said rocker arm 6.

[0068] The rail platform 1 is self-propelled. It may, in particular, include an electric propulsion system, powered by batteries 30 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.

[0069] The railway platform 1 is 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.

[0070] As shown in [Fig. 13] (which is a top view), the platform is positioned appropriately in relation to a truck 31 carrying the container 32 to be loaded onto the railway platform 1.

[0071] To this end, the truck was maneuvered to be optimally positioned on a loading and unloading area 33. In particular, the truck is oriented at an angle [3] relative to the longitudinal direction L, within a predefined angle range around a reference angle, for example between 30° and 60°; for example 45°. The rear of the truck remains at a certain distance from the railway platform 1.

[0072] The railway platform 1 then moves longitudinally to the optimal position for transshipment.

[0073] To this end, the railway platform includes a set of sensors and computer systems (onboard or communicating with the railway platform 1) enabling, for example: - to identify truck 31 and to ensure that it is the truck from which container 32 is to be loaded; - to determine the exact position of the truck in area 33, as well as the position of the container, and in particular its gripping points (typically its corners).

[0074] Once the rail platform 1 is in position, and as shown in [Fig. 14], stabilizers 34 are deployed. The stabilizers 34 can be located near each corner of the rail platform 1. The stabilizers 34 are designed to create support points at a distance, transversely, from the chassis 2 of the rail platform 1, in order to ensure good lateral stability when lifting a container with a significant overhang. Each stabilizer here comprises a transverse beam 35 that can be deployed laterally, for example by a hydraulic system, and a foot 36 that can be lowered to rest on the ground (and conversely raised), for example by means of a threaded bar mechanism driven in rotation by a gear meshing with a nut.

[0075] As shown in [Fig. 15], the rotating platform 15 is rotated, using the mechanism comprising a compass cylinder described previously, so as to orient the lifting arm at the angle [3 relative to the longitudinal direction L, and thus in alignment with the truck 31 carrying the container 32.

[0076] The lifting arm 4 is then actuated as shown in [Fig. 16]. For this purpose, the locking device 21 is brought into the unlocked position. Under the action of the lifting cylinders 13, the lower arm 5 is raised and the tilting arm 6 pivots. The tie rods 7 increase the travel of the lifting arm 4. If necessary, if the tilting arm is telescopic as in the example shown, its length is adjusted. The gripper 10 is thus brought close to the container 32.

[0077] The gripper is then brought into contact with the end face 37 of the container 31, as shown in [Fig. 17]. If necessary, the length of the uprights 11 is adjusted so that the locking mechanisms 12 are positioned at the corners of the end face 37. The gripper 10 is then connected and locked to the container as explained in more detail below with reference to Figures 20 to 22.

[0078] The lifting arm 4 then lifts the end of the container connected to the gripper 10, and then pulls the container 32 towards the railway platform 1 by means of the tilting of the tilting arm 6, as illustrated in [Fig. 17]. Once the tilting arm has returned to its initial position relative to the frame 8, the container 32 then rests solely on the lifting arm 4, in particular on its frame 8. The frame 8 may, for this purpose, include supports 39, which may be fixed or movable vertically.

[0079] The lifting arm can then be blocked by the locking device 21.

[0080] The swiveling platform is then rotated, so that the lifting arm 4 and the container 32 are aligned with the longitudinal direction L, as shown in [Fig. 19]. If necessary, when the tipping arm is telescopic, it can be extended as needed to position the container longitudinally on the railway platform.

[0081] The stabilizers 34 are then folded.

[0082] The rail platform is then ready to depart for its destination, where the container will be delivered or transferred back onto a truck to complete the last few kilometers to its final delivery point.

[0083] Obviously, a transshipment operation from the railway platform to a truck is carried out in the reverse order of the steps described above, mutatis mutandis.

[0084] Throughout the transshipment sequence, the sensors (optical sensors, proximity sensors, lifting arm position sensors) on the rail platform continuously determine the position of the lifting arm and the container to ensure the operation proceeds correctly. Any anomaly that is not corrected or that poses a potential hazard results in the sequence being stopped.

[0085] Figure 20 is a schematic three-dimensional view of a corner structure 38 of a container. Containers are therefore generally equipped with a reinforced corner structure 38 having holes allowing the corner structure 38 to be gripped by appropriate means, in particular to immobilize the containers during transport. A known system enabling this is called a twist-lock.

[0086] A twist-lock system is a standardized system that allows a container to be immobilized or two containers to be linked together for transport.

[0087] The twist-lock is housed in the corner structure 38 of the container. It comprises a male part that is inserted into an elongated hole in the corner structure 38. Once the With the male part of the twist-lock inserted into the corresponding hole in the corner structure 38, an operator manipulates the twist-lock using a long rod that rotates the male part a quarter turn. As the hole and the male part are elongated, the male part can no longer be removed from the hole, and the twist-lock is locked onto the corner structure 38.

[0088] In the context of the present invention, in order to enable complete automation of the transshipment, the locking mechanisms 12 used on the gripper 10 are advantageously twist-locks, which are automated. The operation of these mechanisms is detailed with reference to [Fig. 21] and [Fig. 22].

[0089] The locking mechanism thus includes a male part 40 adapted to be inserted into a hole, in this case a lower hole in the corner structure 38.

[0090] The male part 40 is linked to a rotatably mounted shaft 41. At one end of the shaft 41 opposite the male part 40, the shaft 41 carries a toothed wheel 42. This toothed wheel 42 can be driven in rotation by a rack 43 mounted on a control plate 44. The translational movement of the control plate 44, and therefore of the rack 43, causes the rotation of the male part 40.

[0091] Two additional mechanisms are also proposed. First, a lateral locking is proposed, via a locking pin 45 integral with the control plate 44. The locking pin 45 translates in the same way as the control plate 44 and, when the male part is pivoted to lock the rotating lock, the locking pin 45 inserts into a hole in the corner structure 38, namely a lateral hole.

[0092] In addition, the shaft 41 is threaded in its middle part (not visible in the figures). The rotation of the shaft 41 causes the translation, along the shaft 41, of a plate 46. As it rises (i.e., as it approaches the male part 40 when the latter is rotated to lock into a corner structure 38), the plate, together with the male part 41, clamps against the wall of the corner structure 38.

[0093] The link between the locking mechanism and the container 32, at the level of its corner structure 38, is thus optimized, in that it is achieved by automatic means and by several faces of the corner structure 38.

[0094] Furthermore, ensuring locking against several faces of the corner structure 38 guarantees that the locking mechanism is correctly aligned with the container. For example, if a difficulty is encountered during the insertion of the locking pin 45, the system concludes that there is a relative misalignment and can attempt to correct it and / or issue an alert. This provides a higher level of reliability to the system, which is intended to be fully automated.

[0095] As noted with reference to [Fig. 18], when transferring a container from a truck to the rail platform 1, the container is lifted and pulled towards the rail platform 1. Conversely, when transferring a container from the rail platform 1 to a truck, the container is lifted by its end and pushed by the lifting arm onto the truck.

[0096] At the end of the container opposite the one lifted by the lifting arm, it is preferable to assist the container in moving onto the truck bed or trailer. For this purpose, a special container with rollers at this end can be used. Alternatively, a special truck bed or trailer with rollers or tracks on its surface can be used to facilitate the easy sliding of the container.

[0097] However, it is preferable to use a solution that allows the use of conventional containers and trucks.

[0098] Fig. 23 represents a trolley 46 that can be used within the framework of the present invention to solve this problem.

[0099] The carriage 46 includes a cross member 47 capable of rolling on a set of rollers 48. The rollers 48 are here divided into three groups, namely two rollers at each end of the cross member 47 and two central rollers.

[0100] The trolley 46 further comprises at least two supports 49. Each support 49 forms a receiving surface on which a container can rest, as shown in [Fig. 24]. The supports 49 are hinged so as to allow the inclination of the container to be varied while keeping it flat on the supports 49.

[0101] During the transshipment of a container onto the rail platform, when the lifting arm raises the end of the container and before it pulls it towards the rail platform, the trolley 46 is positioned in contact with the container, near its opposite end. The container is then lowered slightly so that its end is fully supported by the trolley 46. The trolley then accompanies the container as it is pulled towards the rail platform.

[0102] The trolley is advantageously autonomous. It is motorized so that it can move independently on the platform 50 of the truck 31. Furthermore, the trolley is constantly in communication with the rail platform 1 so that its movement is coordinated with that of the platform, in particular the lifting arm. The trolley 46 can be equipped with one or more cameras and / or proximity sensors to monitor its movement. Advantageously, the platform includes means allowing the trolley 46 to move from the frame 8 to the platform 50 of the truck 31, and vice versa. Thus, during the transfer of a container from a truck to the rail platform, in an advantageous embodiment, the trolley 46 moves from the platform to the truck when the container is lifted by the lifting arm and It moves forward on its own along platform 50 until supports 49 are in contact with the container. At the end of the transshipment, the trolley returns to the rail platform.

[0103] The trolley 46 is advantageously equipped with a battery and can be charged on the railway platform. A trolley powered by a wired connection to the platform is an alternative option.

[0104] Figure [Fig. 25] represents a railway platform 1 according to another embodiment of the invention.

[0105] Fig. 25 represents in particular the lifting arm and more generally the lifting means implemented in this embodiment, the rest of the railway platform corresponding to what is indicated for the platform described above.

[0106] In particular, the rotating platform and its mechanism are made as detailed above. Similarly, the general control of the railway platform remains unchanged.

[0107] In this embodiment, the lifting arm 4 includes a tilting arm 6 which is telescopic and which is pivotally mounted relative to the frame 8. The tilting arm 6 can be actuated by lifting cylinders 13.

[0108] Just as in the embodiments presented previously, the rocker arm 6 is bent, that is to say that its end opposite the end linked by pivot to the frame 8 forms an angle, for example a substantially right angle, with respect to the rest of the rocker arm 6.

[0109] The lifting arm 4 has a gripper 10 at the end (called front end 9) of the rocker arm 6. The gripper 10 is pivotally linked to the rocker arm 6 and is similar to that described previously.

[0110] In this embodiment, a frame 51 is also rotationally linked to the frame 8. The frame 51 can be actuated by frame jacks 52 which are linked on one side to the frame 8 and on the other side to the frame 51 at a distance from its axis of rotation with respect to the frame 8. The frame 51 has, at its end opposite to its axis of rotation with respect to the frame, two roller supports 53, mounted rotatably so that their orientation can be adapted.

[0111] Compared to the embodiments presented previously, the frame 8 is also equipped with feet 36 for stabilizing it. The feet 36 are telescopic and can bear on the ground, particularly when the frame is pivoted about the longitudinal axis L. These feet 36 improve the overall stability and reduce overhang during transshipment operations. Although shown in this embodiment, such feet 36 attached to the frame 8 can be provided in any embodiment.

[0112] The use of feet 36 attached to the frame 8 may, where appropriate, simplify the stabilizers 34. The use of simple telescopic feet 36 attached to the chassis 2 may sufficient to stabilize it adequately, in cooperation with the feet of the structure, during transshipment operations.

[0113] Figures 26 to 29 illustrate the particularities of a transshipment sequence of a container from a truck to a railway platform according to an embodiment of the invention, when the container is a small container (20 feet long).

[0114] The transshipment operation illustrated here is a transshipment from a truck 31 to the railway platform 1.

[0115] The beginning of the transshipment operation is identical to that of the operation represented with reference to [Fig. 12] to 19, until the gripper is brought into contact with the end face 37 of the container 31 (step represented in figures 16 and 17).

[0116] The gripper 10 is then linked and locked to the container 31, as shown in [Fig.26],

[0117] Just as in the process of Figures 12 to 19, the lifting arm 4 then lifts the end of the container connected to the gripper 10 and then begins to pull the container 32 towards the railway platform 1 under the effect of the tilting of the tilting arm 6, as illustrated in [Fig.27].

[0118] The frame 51 is then tilted by the frame jacks 52. The roller supports 53 are placed in support under the container 32. While the lifting arm 4 is brought back to its initial position, the frame 51 accompanies the movement of the container, which is completely lifted from the platform of the truck 31, held by the lifting arm 4 and the frame 51. This step is shown in [Fig. 28].

[0119] The tilting of the tilting arm 6 and the frame 51 is continued until the container rests on the frame 8.

[0120] In the example shown here, container 32 is a short container, namely a 20-foot-long container. At the end of the tilting action of the tilting arm 6 and the frame 52, the container is correctly positioned on the rail platform 1. If the transshipped container 32 had been a longer container, the tilting arm 6, which is telescopic, would have been extended before pivoting the rotating platform supporting the frame, in order to finally bring container 21 into the correct longitudinal position.

[0121] The translation of the container 32 is then facilitated by the roller supports 53 on which it rests and on which it can roll. It should be noted that roller supports 53 are also present, optionally (in this embodiment and in any embodiment), at the end of the chassis 2 of the railway platform 1.

[0122] The rotating platform and the frame are finally returned to their original position, aligned with the chassis 2, as shown in [Fig.29].

[0123] Where appropriate, the lifting arm can be blocked by a locking device 21 such as the one described above.

[0124] Once the stabilizers 34 and / or the feet 36 attached to the chassis are folded, the railway platform 1 is ready to resume its journey on the railway track.

[0125] A transshipment operation from the railway platform to a truck is carried out in the reverse order of the steps described above, mutatis mutandis.

[0126] Conversely, when a transfer is carried out from the rail platform to a truck, the trolley, located under the container, is transferred onto the platform 50 of the truck 31. Once the container is pushed onto the truck platform, the lifting arm raises the end of the container to which the gripper 10 is attached slightly more, thus freeing the trolley 46 from the weight of the container. The trolley 46 then moves along the platform 50 towards the rail platform onto which it is transferred.

[0127] A rail platform is thus proposed that is capable of transshipping 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 carrying out the rail transport of a multimodal shipment. A complete and autonomous solution for the rail portion of a multimodal transport is therefore proposed.

Claims

Demands

1. A railway platform comprising a transshipment device adapted to load a container (32) onto the railway platform (1) from a truck or to unload a container (32) onto a truck (31) from said railway platform (1), characterized in that the transshipment device comprises a lifting arm (4) of the linear lifting arm type, said lifting arm (4) being mounted on a rotating platform (15) which is substantially horizontal and pivotally connected to a frame (2) of the railway platform (1), the railway platform (1) comprising a compass cylinder (20) connected on one side to the frame (2) of the railway platform (1) and on the other side to an actuating arm (19) of the rotating platform (15), such that an actuation of the compass cylinder (20) allows said lifting arm (4) to be pivoted between a transport position,in which the lifting arm (4) extends in the same longitudinal direction (L) as the railway platform (1), and a transshipment position in which the lifting arm (4) forms an angle (|3) with respect to the longitudinal direction.

2. Railway platform according to claim 1, wherein the actuating arm (19) is linked to the compass cylinder (20) by a pivot, said pivot being mounted in a slide on the actuating arm, so that the pivot can translate along said actuating arm (19).

3. Railway platform according to claim 1 or claim 2, comprising two compass cylinders for rotating the rotating platform.

4. Railway platform according to claim 1 or claim 2, wherein the lifting arm (4) comprises a frame (8) fixedly mounted on the rotating platform (15), a bent rocker arm (6), said rocker arm (6) being rotationally mounted on the frame (8), and a rocker frame (51) rotationally mounted on the frame (8).

5. Railway platform according to claim 1 or claim 2, wherein the lifting arm (4) comprises a frame (8) fixedly mounted on the rotating platform (15), a lower arm (5) having a rear portion articulated on the frame (8), and an upper tilting arm (6) bent, said tilting arm (6) having a rear portion articulated on a front portion of the lower arm (5).

6. Railway platform according to claim 4 or claim 5, wherein the tilting arm (6) is telescopic.

7. Railway platform according to any one of claims 4 to 6, wherein the lifting arm (4) has a gripper (10), pivotally linked to a front end of the tilting arm (6), the gripper (10) being configured to rigidly link to an end face of a container (32).

8. Railway platform according to claim 7, wherein the gripper (10) comprises two uprights (11) at the ends of which are positioned locking mechanisms (12) adapted to cooperate with corner structures (38) of the end face of the container.

9. Railway platform according to claim 8, wherein each locking mechanism (12) is a rotating lock automatically actuated by a rack and pinion mechanism (43).

10. Railway platform according to any one of the preceding claims, wherein the rotating platform (15) can pivot clockwise and counterclockwise relative to the chassis (2) of the railway platform (1), so as to allow the transshipment of a container (32) to or from a truck (31) located laterally on one side or the other of the railway platform (31).

11. Railway platform according to any one of the preceding claims, wherein, in the transshipment position; the lifting arm (4) is oriented with respect to the longitudinal direction (L) at an angle (|3) between 30° and 60°, for example 45°.

12. Railway platform according to any one of the preceding claims, comprising a linear arm locking device (21) for immobilizing the lower arm of the lifting arm (4) with respect to the frame (8).

13. Railway platform according to any one of the preceding claims, further comprising stabilizers (34) movable between a folded position and an extended position in which they bear on the ground at a distance, transversely, from the chassis (8) of the railway platform (1).

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

15. Transshipment assembly comprising a railway platform (1) according to any one of the preceding claims and a trolley (46), the trolley (46) comprising a cross member (47) mounted on motorized rollers (48) enabling the movement of the trolley (46), and at least one steerable support (49) adapted to receive a lower surface of a container (32).

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