Technical field

The invention is related to intermodal transportation and in particular to transportation of semi-trailers on trains. The invention concerns a method for loading and off-loading semitrailers on and off railway wagons, and specific means and systems for this purpose. The invention further comprises a system and a method for managing intermodal cargo transports.

Background art

Tractor and semi-trailer combinations are well known technology. Such tow tractor or haul tractor has a lower coupling means, typically denoted fifth wheel, which is adapted to connect to and carry the front part of a semi-trailer for road transportation thereof. The semi-trailer, typically for use as cargo carrier, has wheels in its rear part. In its front part the trailer has an upper, downward facing coupler assembly, in the form of a king pin in an upper coupler plate, also known as skid plate of bolster plate. The fifth wheel is able to receive and connect pivotably to the kingpin, and an upper surface of the fifth wheel engages slidingly with a circular carrying area surrounding the king pin on the lower face of the upper coupler plate. As the angle between the truck and the trailer may vary during the road transportation in line with the turning around the king pin fixed in the fifth wheel, the carrying area of the coupler plate and the upper surface of the fifth wheel slide against each other in a turning motion. The upper coupler plate typically extends forward from the carrying area, thus forming an approach area. The approach area typically has a in its forward end a slightly upwardly angled area and is in its rear area flush adjoined with the carrying area, so as to enable a soft engagement with the upper area of the fifth wheel when a truck is connected with the trailer by being moved rearwards to connect. Connection operation between tractor and trailer must always be performed by driving the tractor rearwards along the longitudinal axis of the trailer. A typical prior art structure of an upper coupling assembly is described in US2019/0152546 Al.

Intermodal transport systems, where trailers adapted for being towed by a tractor are also being loaded on railway wagons for transport by railway during parts of a journey and then off loaded for final transportation via a tow tractor, are also well known since long. By using train for part of the journey lower transport costs, more energy efficient transportation and less CO2 emissions are achieved. The energy consumption for transporting a trailer by train is ca 1/10 of the consumption for transporting the same trailer by road. Very large savings of energy and fossil fuel emissions could be achieved by moving more cargo from road to rail.

Typically, trailers are loaded and off-loaded at certain terminals where trailers are lifted upon railway wagons by the use of special cranes or other heavy lifting equipment, such as reach stackers. Such terminals are quite large, costly to create and are in general quite capital intense. Loading and off-loading are time consuming activities. Due to the lifting of trailers the terminals have to be placed at endpoints or beside electrified rails, to avoid conflict with electric wires above the tracks. The trailers further have to be reinforced to be capable of being lifted, or alternatively the trailers may be positioned in special carrier tubs before being lifted onto a suitable railway wagon.

Another known solution for loading trailers on railway wagons involves a number of wagons connected to each other such that a trailer can be pushed or pulled onto the wagons in longitudinal direction from one wagon to the next. This way trailers are loaded sequentially by vehicles and vehicle combinations being driven on to the train at one end and then over the railway wagons one by one. Single trailers or single trailer-tractor units cannot be loaded or off-loaded unless these are in one end. This method can be used for situations where a number of full trailer-tractor combinations are to be transported from the same starting point to the same endpoint. It is however only in very specific situation advantageous to ship tractors together with trailers, and in most cases the need to ship the tractor also is a major drawback. The procedure to load the train is quite slow, in particular when only trailers are to be loaded onto the train, which has to be performed by pushing these backwards over the length of the train.

There are also a number of different prior art solutions suggested where a trailer transport bed of a wagon is pivotably connected to a central chassis of a railway wagon. The trailer transport bed is typically elongated and has a length that corresponds to the trailer or even a trailer and tractor combination. The pivoting connection may either be central, to swing both ends of the trailer transport bed to the sides of the central chassis and the railway tracks in a loading position, or it may be placed in one or both ends of the trailer transport bed, to allow one end of the trailer transport bed to swing to the side of the central chassis and the railway tracks in a loading position. Thus, a trailer may be pushed or pulled onto the trailer transport bed in the loading position, whereafter the trailer transport bed is swinged to a transport position in line with the central chassis and the railway tracks for transport. For later off-loading of the trailer at another location, the trailer transport bed is swinged to the loading position again. Some different examples of such prior art solutions are presented in GB 2 268 913 A, DE 29605 549 U1 and SE 503 925 C2. While such solutions may provide for a quite convenient loading and off-loading of a trailer, when the trailer transport bed is in a loading position, the structure of the wagon with a large pivotable trailer transport bed, is quite complex and heavy in order to provide for the turning operation whilst carrying the heavy loads of a trailer. High demand is put on the robustness of the wagon structure and on support arrangements beside the wagon for avoiding any tipping movements when the trailer transport platform is reaching far outside of the wagon. This renders the wagons quite expensive. The time and effort to move the trailer transport bed between the transport position and the loading position is also quite cumbersome, which makes it complicated, and time consuming to load and off-load railway wagons. DE 650 111 22 T2 illustrates a specific alternative pivoting solution, wherein the wagon has two end units on wheels and a pivotable trailer carrier unit, which is adapted to be connected between these end units for transport of a trailer. When connected, the three units together form a stable wagon unit. For loading and off-loading, the wagon is placed on a specific loading station of a terminal, whereby the loading station has specific means to lift, support and turn a trailer carrier unit between a loading position and the transport position. In the loading position the carrier unit is positioned with an angle towards the tracks to allow a trailer to be pushed or pulled onto the carrier unit. During the pivoting movement the carrier unit is turned around its center while being supported beside the wagon. Thus, lower requirements can be placed on the mechanical strength of the wagon as the main loads are being assumed by the ground at the loading station. This method however also has the disadvantages that very specific loading stations has to be provided at terminals, in addition to the quite advanced and complex structure that is needed for the wagon.

Another prior art solution for intermodal transport is disclosed in DE 10 2006012 208 B2. According to this solution a transversal shuttle rail structure is arranged 90 degrees in relation to the railway. A specific cradle is arranged to be movable between a first loading position beside a railway wagon, and a second transport position wherein the cradle is positioned and fixed on the wagon. The cradle is thereby arranged to receive a trailer in the first loading position, beside the railway tracks. A shuttle on the shuttle rail structure is arranged to move the cradle between the two positions. According to this solution, a specifically designed wagon with a specific cradle is needed. Further a quite complex, specific and expensive terminal structure is needed, rendering the investments to be quite cumbersome.

A further prior art solution for intermodal transportation is illustrated in ES 2 228 242 Al, which describes a railway wagon having in its rear end a turntable with grooved guides arranged to receive the rear wheels of a semi trailer. The turntable is pivotable and can be manually positioned in an angled direction to receive the rear wheels of a trailer. During horizontal loading of a trailer its rear wheels are in a first step pushed backwards to a position where the wheels are placed on the turntable and against a rear wall of the grooves. From this position, the front portion of the trailer is thereafter in a second step pushed by the tractor to a position where it is placed above the railway wagon. The sideways loading of a trailer suggested with the unusual end position of the tractor, in a perpendicular position in relation to the wagon, provides for a quite efficient loading of at trailer onto a railway wagon without need for much additional wagon length. As the wheels of the trailer are in a rear end position on the turntable before the front portion is pushed onto the railway wagon, it will be necessary to disconnect the tractor from the trailer after the first step and connect it with a larger intermediate angle before finalizing the loading in the second step. Even though correct positioning of rear wheels is secured by the grooved turntable, the front portion may be difficult to position correctly and even risky. It should be understood that driving a tractor onto a railway wagon sideways whilst pushing the front end of a trailer at 90 degrees angle may be a quite risky, with risks of pushing trailer and tractor too far or becoming pinched. No guidance is provided for how to avoid such risks. Also no guidance is given on how to disconnect or connect the tractor and the trailer in the unusual angular position, as trailers typically are arranged to be connected and disconnected along the longitudinal axis thereof.

Disclosure of invention

The invention has as its objective to provide methods, means and systems for intermodal transportation that overcomes drawbacks of the present solutions. One key objective of the invention is thereby to reduce the carbon emissions by enabling a transfer of more goods from road to railway. A specific object is to provide for a highly convenient loading and offloading of trailers on and off railway wagons. A particular objective is thereby to provide a solution that provides for fast loading and off-loading. Yet another object is to limit the investments needed in terminals, and in line therewith enable more terminals to be available for intermodal transportation, such that more places can have an intermodal terminal in the close vicinity. A specific object is to overcome disadvantages of present railway wagons for carrying trailers and in particular to limit investments needed in highly specialized and complex railway wagons. A further object of the invention is to enable loading and off-loading of trailers on railway wagons on tracks placed under electric wires.

These and other objectives that will be apparent from the following description of different aspects of the invention are achieved by the invention and various aspects of the inventive concept, as defined by the appended claims.

According to a first aspect of the invention a method for loading a trailer onto a railway wagon is provided. The method includes pushing the trailer backwards along a suitable loading trajectory onto a loading area of the railway wagon via a first longitudinal side of the loading area to a parking position on the loading area, using a tractor with a pivoting connection to the trailer, whereby the positioning of the trailer preferably is controlled by adjustment of the angle of steered wheels of the tractor and by adjustment of the movement of drive wheels of the tractor, which method comprises the steps of pushing rear wheels of the trailer onto a rear portion of the loading area, moving the tractor to an angled position in relation to the longitudinal direction of the trailer, pushing a front portion of the trailer sideways onto a front portion of the loading area, and stopping the sideways movement of the front portion of the trailer based on an indication that the front portion of the trailer has reached the parking position on the loading area.

The trailer is thus pushed along a trajectory in a direction substantially parallel to the longitudinal direction of the railway wagon. The loading area of the railway wagon is preferably substantially positioned over the railway tracks and preferably extending substantially in the direction of the railway tracks during the loading procedure. During the loading procedure, it is preferred to first position the rear portion of the trailer substantially over the longitudinal axis of the railway wagon, whereafter the front portion is moved, at least partly sideways to a position where the longitudinal axis of the trailer is aligned with the longitudinal axis of the railway wagon. It is advantageous to maneuver and control the position of the trailer by adjusting the angle of the steered wheels, typically the front wheels, of the tractor, whilst adjusting the speed and direction of motion of the tractor, typically by driving the tractor backward slowly. Thereby the trailer is brought to be loaded along a suitable trajectory. The front wheels do in this context refer to the wheels positioned away from the trailer, i.e. the wheels that are in the front of the tractor when pulling a trailer, e.g. in the case of terminal handling tractors that may be arranged to be driven in both directions. The tractor is during the loading procedure moved to an angled position a position, i.e. a position where the longitudinal axis of the tractor intersects the longitudinal axis of the trailer with an intermediate angle larger than 0°.

With the invention according to this first aspect, the need for the turning or pivoting of long and heavy loading structures on railway wagons are avoided. The need for costly terminal equipment, such as heavy cranes or other expensive terminal equipment is also overcome. It is possible to push the trailer onto the wagon only by using a tractor with a pivoting connection to the trailer, such as a terminal handling tractor or even a road tractor. A particular advantage is that the same road tractor that hauls the trailer to the terminal can perform the onloading procedure, thus reducing the need for terminal tractors and terminal staff. As the loading and off-loading process is performed horizontally it can be performed below electrical lines, even along the tracks if needed. The time from the arrival of a trailer to a terminal until the trailer is loaded on train can be reduced. It is further of particular advantage that a number of railway wagons of a train may be loaded simultaneously, by different tractors, which in particular improves the loading time of a specific train, and reduces cycle time for a train from stop at a terminal to continued journey from the terminal. With the method of the invention, using smart precision driving to position the trailer on the wagon, the need for expensive investments in terminals, wagons and other equipment can be considerably reduced. A particular advantage is that the benefits of flexibility provided by tractors on road can be combined with the benefits of energy efficient and environmentally friendly long-distance transportation provided by railway transports. At the same time the present weaknesses of electric and other zero CO2 emission technology tractors, such as shorter range and refuel and recharge related challenges, are overcome, as are the weakness limited flexibility and access that are typical for trains. Thereby a shift to CO2 emission free transportation can be achieved faster by moving more transports to rail than otherwise would have been possible. By providing an indication that the front portion of the trailer has reached the parking position on the loading area, and using said indication as basis for stopping the sideways movement of the trailer, the risk of pushing the front portion of the trailer or the tractor past an opposite longitudinal side of the railway wagon is avoided as is the risks the tractor and the trailer getting pinched together by the cab of the tractor engaging with the side of the trailer. Also the danger of tipping the whole railway wagon sideways may thus be omitted.

By moving the tractor to an angled position during the pushing back of the trailer, the length of the loading area of the wagon can be considerably shorter than when the tractor is moved to a standard position along the same axis as the trailer, which tractor position would otherwise be on the wagon in front of the trailer before disconnection of the trailer. Even though this specific way of pushing a trailer onto a platform of limited size, is counterintuitive and against general instructions for how to maneuver trailers, it provides for a very effective, new and innovative way to load a railway wagon. In particular when the angled position is 90 degrees, an effective use of the loading area available is achieved. The fact that the tractor in this positioning substantially only moves the front end of the trailer also provides positioning advantages. Through such a movement, the trajectory of the wagon can be split in two parts. A first part where the wagon as a whole is mainly moved backwards and a second part where the front of the trailer is moved less backward and more in a transverse direction by the turning of the tractor's direction. The length of the wagon and its trailer loading platform can thus be limited to essentially somewhat more than the length of the trailer. It is in particular preferrable to move the tractor to a perpendicular angle in relation to the trailer. Thereby, the rear portion and wheels of the trailer are preferably positioned in the rear portion of the railway wagon, preferably close to a final parking position, whereafter the front portion is moved sideways by the tractor to a final parking position or to a position substantially coinciding with a final parking position.

In various preferred embodiments of the inventive method positioning assistance means, informative or physical may be provided to facilitate and guide the position of the trailer during various stages of the loading procedure. The indication that the front portion of the trailer has reached the parking position on the loading area, may be provided by such positioning assistance means.

According to preferred embodiments, the loading of the trailer onto the railway wagon along a suitable loading trajectory by means of a tractor is facilitated by the additional use of positioning assistance means. Although the loading can be performed by a tractor without specific additional assistance for the positioning, it is preferred to assist the positioning of the trailer during the loading operation by the use of positioning assistance means. It should be noted that the loading of a trailer onto a narrow railway wagon is a complicated precision driving operation, as the loading area is narrow and the trailer and tractor need to be maneuvered with an intermediate angle, which complicates the operation further. In particular when the angle is larger, the requirements on a driver are quite high, not least to be able to position both the trailer and the tractor along suitable trajectories only by use of rear mirrors. By using specific positioning assistance means the safety of the loading operation can be guaranteed, and any accidents related to a trailer or tractor deviating from the intended loading trajectory can be omitted. By using specific positioning assistance means, high precision loading along a suitable trajectory can be guaranteed, whilst lowering the demands on precision to be executed during the loading procedure by a driver. A particular advantage is that the speed of loading a trailer can be increased by assisting the positioning of the trailer, thus reducing cycle time at loading terminals more than otherwise possible. The loading procedure may be assisted by information related to position or by influencing the physical forces impacting the trailer's position.

The trailer is preferably pushed from a ground level beside the wagon substantially equal to the level of a loading area of the railway wagon. Thereby any need for ramps between a terminal platform and the railway wagon is omitted and the loading is facilitated as it is performed in one and the same geometrical plane, preferably a substantially horizontal plane.

By loading the trailer in a direction substantially parallel to the tracks, i.e. preferably with an angle less than 45°, the space requirement on the platform beside that tracks at the loading position may be limited.

According to a preferred embodiment the indication that the front portion of the trailer has reached the parking position is provided by a force, which is applied to the trailer and/or the tractor, at a front portion of the trailer and in a direction opposite to the sideways motion thereof. Said force may preferably be provided by a positioning assistance means as mentioned above.

Thus, the step of moving the tractor to the angled position includes the step of applying a force on the tractor and/or the trailer in a direction perpendicular to the longitudinal direction of the trailer. This force is preferably applied as a counter force when the trailer is substantially positioned above the trailer platform of the wagon. By applying a counter force on the coupled tractor-trailer combination with an angle relative the longitudinal axis of the trailer, along the longitudinal axis of the tractor and opposite the direction of movement of the tractor, the movement of the trailer, and the tractor, may be brought to a halt by the front of the trailer being blocked.

The counter force is preferably applied directly on the trailer, thus indirectly halting the tractor. The counter force may alternatively also be applied to both the trailer and the tractor simultaneously, to reduce the mechanical loads transferred via the coupling for stopping the movement. It is preferred to arrange means for applying said counter force directly on the trailer. Thereby a correct final position of the front portion of the trailer is secured and dangerous positions and accidents are avoided.

The force thus presents a counter force on the trailer or the tractor in a direction perpendicular to the longitudinal direction of the trailer (20), which is substantially opposite to the movement of the tractor. By providing the force in the front portion of the trailer, in particular in front of the wheels, strong effect on the tractor is guaranteed. It's of particular advantage to apply the force close to the front end of the trailer.

By applying a counter force on the movement of the tractor and the trailer, the sideways movement of the trailer front portion and the movement of the tractor is restricted and an effective indication of reaching an end position is provided to a driver of the tractor. The counter force should be strong enough to be sensed by a driver and impact the movement of the trailer. Preferably the counter force is strong enough to even bring the tractor to a halt. Thus, the trailer can effectively be prevented from moving past the longitudinal side of the railway wagon facing away from the longitudinal side via which the trailer is loaded. .

The counter force is preferably applied on the trailer at a distance from the wheels in the rear of the trailer, and more preferably in the front half of the trailer. A particularly suitable position for providing the counter force is within or close to a position behind the tractor, when it is in the angular position in relation to the trailer, i.e. close to the longitudinal axis of the tractor passing through the center of the fifth wheel, along which the force is transmitted to the trailer via the kingpin. Thereby the pushing force of the tractor can best be overcome and bending or other sideways forces on the trailer in areas far from the tractor can be omitted. In particular any impact to the sideways positions of the rear wheels can be avoided. It should in this regard be noted that the counter force may have a force component also in other directions than orthogonal to the longitudinal axis of the trailer, but it must at least have a relevant component in this direction.

As with the above described preferred embodiment and with further embodiments of the method in general, the loading of the trailer onto the railway wagon may in various ways generally be facilitated by physically influencing the trailer during various stages of the loading procedure, in addition to the physical influence provided by the tractor. Such physical influence may be provided to prevent and/or facilitate various movements. Thereby, further safety advantages are achieved, and lower precision demands may be put on precision driving, which further improves the loading efficiency. Such physical influence may be provided by stopping and preventing certain movements, by guiding some movements and/or by facilitating certain movements of the trailer. Such physical influence may in various embodiments preferably be provided by mechanical means arranged on the railway wagon. According to a specifically preferred embodiment the force is provided by a transversal support means provided on the railway wagon. Thus, a blocking effect on the trailer and the tractor can be achieved in a good way.

The transversal support means is preferably provided at a second longitudinal side of the loading area of the railway wagon, and wherein the transversal support means preferably interacts with and applies the force on the front portion of the trailer. Thus, the trailer is effectively prevented from moving past the second longitudinal side.

A particular advantage of using a transversal support means arranged to provide a counter force on the front portion of the trailer is that such means also is very useful during a later procedure to off load the trailer, as will be apparent further below.

According to another preferred embodiment, the loading of the trailer onto the railway wagon along a loading trajectory is facilitated by physically influencing the rear wheels of the trailer in a sideways direction during the loading procedure.

Thus, referring also to the above general description of the advantages of using physical influence on the trailer, the trailer may effectively be prevented from rolling past the second longitudinal side of the loading area. The correct positioning of the rear wheels along the loading trajectory may also be facilitated, leading to a fast and simplified loading maneuver.

The physical influence is preferably provided by means provided at fixed positions along the loading area.

According to a specific embodiment the loading of the trailer onto the railway wagon along a suitable loading trajectory is facilitated by information relating to the position of the trailer in relation to the loading area on the railway wagon.

With full understanding of the trailer position in relation to the loading area, and thus preferably also the parking position strived for, planning of a suitable loading trajectory and next activities to accomplish the loading are facilitated.

This embodiment may preferably be effectively implemented by the step of gathering information related to the position of the trailer in relation to the loading area and preferably also by the step of using said information to position the trailer along said loading trajectory.

According to another specific embodiment, the loading procedure is facilitated by information regarding a suitable trajectory for the trailer. By providing information regarding a suitable trajectory the decisions related to the planning of next activities are further simplified. It is in particular advantageous to combine information regarding a suitable trajectory with information about present position of the trailer in relation to the loading area on the wagon.

This embodiment may preferably be effectively implemented by the step of gathering information related to the position of the trailer in relation to such suitable trajectory and preferably also the step of using said information to position the trailer along such suitable trajectory.

In further preferred embodiments of the method, the above information together with information about the tractors position in relation to the trailer or the wagon, may be used to plan and suggest next activities, in particular when implemented with computer assistance. Thus, the driving procedure may be even further facilitated by clear information regarding suitable wheel angles and suitable direction (backward-forward) and suitable speed. More details and advantages will be clarified below in relation to a positioning assistance system in accordance with another aspect of the invention.

According to another preferred embodiment, the step of pushing the front portion of the trailer sideways includes the step of turning the trailer around a rear turning axis located at the rear wheels, whereby the turning of the trailer includes turning the trailer via different relative rolling movement of the wheels on different sides of the trailer in engagement with the upper surface of the loading area.

Thereby the perimeter of the tyres or the trailer wheels engage with the upper surface of the loading area. The wheels on left side and wheels on right side turn independently from each other, typically with different radial movement, thus encompassing the turning movement of the trailer. The main turning movement typically takes place when wheels are positioned on the rear portion of the loading area at or close to the final parking positions. The wheels thereby interact with the upper surfaces or upper parts of the loading area, which upper surfaces or upper parts preferably provided at fixed fixed longitudinal positions on the loading area.

With this embodiment, the use of an uncomplicated flat top railway wagon is enabled, which provides for low cost both for production and service maintenance. It is of particular advantage that no turntables or similar structures are needed. By encompassing the turning on the top of the loading area by the turning of the wheels, also provides for more freedom of design of the wagon, as well as freedom in managing the loading trajectory in a suitable way. According to another preferred embodiment the trailer is pushed to the parking position on the loading area without disconnecting the tractor from the trailer. Thus the loading is performed in one single movement, preferably from a position where the trailer is placed on a platform beside the railway tracks until it is fully loaded and in a final parking position on the loading area.

Thereby a very effective and fast loading is achieved. This is preferably enabled by not restricting the longitudinal position of the rear wheels of the trailer during the loading procedure, such that the wheels of the trailer can move freely in the longitudinal direction of the trailer during the loading procedure. This may for example advantageously be accomplished by the preferred embodiment where the turning the trailer around a rear turning axis is achieved via different relative rolling movement of the wheels on different sides of the trailer in engagement with the upper surface of the loading area, as explained above.

According to a particularly advantageous execution, the step of pushing the trailer backwards is followed by the step of disconnecting the trailer from the tractor in the angled position. It is in particular advantageous to perform the disconnection operation between tractor and trailer in the position where the tractor is in an angular position in relation to the trailer. Even though disconnecting a trailer from a tractor with an intermediate angle is against acknowledged teachings for in which positions to connect or disconnect a trailer and a towing vehicle, it provides for surprising advantages. It is in particular preferred to disconnect the trailer with the longitudinal axis of the tractor positioned at 90 degrees in relation to the longitudinal axis of the trailer, as this is the position where the most effective use of the length of the railway wagon can be achieved. It should in this context also be noted that a smooth disconnection of the tractor from the trailer with an angle is facilitated by the loading area of the wagon and the platform beside the wagon being arranged on the same height. As the tractor in the parking position of the trailer is partly positioned on the wagon and partly on the platform beside the wagon, any disturbing vertical misalignment of position or angle can thus be avoided.

According to another preferred embodiment, the step of disconnecting the trailer from the tractor is followed by the step of removing a coupling means of the tractor from underneath the trailer along a trajectory forming an angle with the longitudinal direction of the trailer, whereby an upper position of the coupling means of the tractor is controlled so as to pass under the lowest part of the trailer along said trajectory. Preferably, the trajectory angle is the same as the angle for the disconnection, such that a tractor can be moved along a substantially straight line outwards with its coupling means under the trailer. By controlling the coupling means such that the top parts thereof avoid engaging with any downward protruding parts of the trailer, unwanted accidents and wear can be avoided. The upper position of the coupling means of the tractor is, according to one preferred embodiment, controlled by sliding interaction with a sliding surface on the lower face of the trailer along said trajectory. Said sliding surface typically provides a low friction engagement with an upper surface of the coupling means of the tractor. According to an alternative embodiment, the upper position of the coupling means of the tractor is controlled by adapting the height of the upper position of the coupling means as answer to the position of the lowest part of the trailer along said trajectory. Thereby, a trailer that is otherwise not prepared for sideways disconnection from a tractor, can be used according to the inventive loading method in a safe manner, which is a particular advantage.

The step of disconnecting the trailer from the tractor is preferably followed by the step of putting the trailer and the railway wagon in a transportation state.

This step preferably includes the step of securing the trailer on the railway wagon. It is in particular preferred that the securing involves connecting a coupling means of the trailer with a connection means on the railway wagon which is moved to a connection position under the trailer.

In a specific embodiment, the step of putting the trailer and the railway wagon in a transport state involves the step of lowering the trailer to a lower transport position. The wheels of the trailer are thereby put at a level lower than the platform beside the railway wagon and on a lower level than the level of other parts of the loading area and the front portion of the trailer is put at a level where the trailer is substantially horizontal on the railway wagon. The lowering of at least the front portion is performed after the tractor has been removed from under the trailer. This may for example be achieved by means for adjusting the height of various parts of the loading area. Thereby additional opportunities to encompass lower load profiles on various railway lines is achieved.

According to yet another embodiment, the step of loading the trailer on the wagon is followed by the step of shortening the length of the wagon. The inventive method includes, according to this embodiment, the step of transforming the wagon from a longer loading state to a shorter transportation state. It is in line therewith also preferrable that the step of loading a trailer onto a wagon is preceded by the step of prolonging the wagon, thus transforming it from a shorter transportation state to a longer loading state. More details and advantages will be clarified below in relation to a railway wagon in accordance with another aspect of the invention.

According to a further preferred embodiment, a data processing means, having access to information related to the loading procedure, is arranged to control the loading of the trailer along a suitable loading trajectory by controlling movement of at least one driving wheel of the tractor and by controlling an angle of a least one steered wheel of the tractor, based on said information related to the loading procedure. Thus, the tractor is provided with autonomous driving capability. Thereby, information regarding various positions and calculated instructions can be easily used for loading a trailer on a railway wagon. More details and advantages related to this embodiment will be clarified below in relation to a tractor in accordance with another aspect of the invention.

According to a further embodiment of the invention, the method for loading a trailer on a railway wagon also includes the step of accessing a database with information related to the loading of the trailer on a railway wagon. Thereby various information and data related the the loading procedure and the specific vehicles involved can be connected. Thus, the execution of the method and the management the trailer transport can be facilitated. Efficient transactions and administration may save time in the process and information for the assistance of the loading procedure may be accessed easily. More details and advantages will be clarified below in relation to a system and a method for managing the transport of cargo in accordance with another aspect of the invention.

According to a second aspect of the invention, a method for off-loading a trailer from a railway wagon is provided. The method comprises the steps of connecting a tractor to the trailer from a longitudinal side of the railway wagon in an angled position in relation to the longitudinal direction of the trailer, by connecting a coupling means of the tractor with a coupling means of the trailer, including the step of moving the tractor backwards to connect with the trailer and stopping the tractor as response to an indication that the tractor is connected with the trailer; and pulling the trailer sideways and forward off the railway wagon via a longitudinal side of the railway wagon, whereby a front end of the trailer in an initial stage is pulled sideways in a direction towards the longitudinal side of the railway wagon.

An angled position is thereby defined as a position where the longitudinal axis of the tractor intersects the longitudinal axis of the trailer with an intermediate angle, i.e. an angle larger than 0°. The connection thus established between tractor and trailer is thus a pivoting connection. The trailer is preferably pulled onto a ground level substantially equal to the level of a loading area of the railway wagon, which provides the advantages mentioned above in relation to the first aspect of the invention.

With the invention according to the second aspect, the need for the turning or pivoting of long and heavy loading platforms are avoided. The need for costly terminal equipment, such as heavy cranes or other expensive terminal equipment is also reduced. It is possible to pull the trailer off the wagon only by using a tractor, such as a terminal tractor or even a road tractor. A particular advantage is that the same tractor that will pull the trailer away from the terminal towards a next destination can perform the off-loading procedure, thus reducing the need for terminal tractors and terminal staff. As the loading and off-loading process is performed substantially horizontally it can be performed below electrical lines, even directly at a random position along a railway line if needed. The time from the arrival of a train including a railway wagon with a loaded trailer at a terminal until the time the trailer is off-loaded and connected to a tractor for further transport via road thus can be reduced. It is further of particular advantage that a number of railway wagons of a train may be offloaded simultaneously, by different tractors, which in particular improves the off-loading time of a specific train, and reduces cycle time for a train from stop at a terminal to continued journey from the terminal. A particular advantage is that the benefits of the flexibility provided by tractors on road, can be combined with the benefits of energy efficiency and environmentally friendly long-distance transportations provided by trains. At the same time the present weaknesses of electric or other zero emission technology tractors, such as shorter range and refuel and recharge related challenges are overcome, as are the weakness of limited flexibility and access that are typical for trains. Thereby a shift to CO ₂ emission free transportation can be achieved faster by moving more transports to rail than otherwise would have been possible.

By connecting the tractor to the trailer in an angled position in the front end of the trailer, the length of the loading area of the wagon can be made considerably shorter that when the tractor in a conventional manner is to be connected to the trailer along the longitudinal axis of the trailer. The front end of the trailer can thereby also be moved sideways during the pulling of the trailer, thus being pulled forward via the longitudinal side of the wagon. The length of the wagon and its loading platform can thus be limited to essentially the length of the trailer. In this connection it should also be realized that the benefit of having substantially the same level on the loading area of the wagon and the ground level beside the railway tracks is important in connection with this embodiment, as the coupling procedure between two vehicles is heavily complicated if these do not move in the same geometrical plane. Even though any angle larger than 0° provides advantages, the advantages are larger for angles of 45° or more. It is in particular preferred to connect the tractor to the trailer with 90 degrees intermediate angle, as this on one hand provides for most efficient use of the length of the wagon and also simplifies the positioning, as will be clarified below.

As the step of moving the tractor backwards to in an angled position to connect with the trailer includes stopping the tractor as response to an indication that the tractor is connected with the trailer, risks and disadvantages related to the sideways connection of a tractor to a trailer is reduced or eliminated. These risk and disadvantages do to a large degree correspond with these occurring during loading and which have been explained above. In addition thereto, it should be noted that the situation of connecting the coupling means of the tractor with the coupling means of the trailer may be even more troublesome than the sideways loading, as it is not possible to control the trailer by the tractor until it is connected to the tractor, and additionally as the connection procedure in itself typically involves exposing the front portion of the trailer to a certain force sideways in the direction of movement of the tractor. The indication preferably indicates that the connection is correctly performed. It is also preferred that an indication is similarly provided as a warning, should the further movement of the tractor provide risk of pushing the trailer sideways beyond a second longitudinal side of the loading area.

When the tractor is connected to the trailer with an intermediate angle, it is preferred to pull the trailer forward by moving the tractor forward from the angled position. Thus, the front end of the trailer is moved sideways from the connection position in a first off-loading stage. Thus, the off-loading can be performed without making undue use of the wagon area in front of the trailer, providing for cost effective use of wagon and train length. It is generally preferred to also move the tractor forward in the forward direction of the trailer this movement limits the need for space needed sideways from the tracks and limits the strain on trailer and wagon, as the trailer can be off-loaded in its natural movement direction along the tracks and does not interfere with any potential parallel tracks on the other side of the wagon.

The indication that the tractor is connected with the trailer is according to a preferred embodiment provided by a force applied sideways to the front portion of the trailer in a direction opposite to the direction of movement of the tractor.

When the tractor is connected to the trailer with an intermediate angle, it is preferred to apply a force on the trailer in a direction perpendicular to the longitudinal direction of the trailer. The force is preferably strong enough to impact the tractor and to be noticed by a driver. It is in particular preferred that the force is strong enough to halt the tractor. By applying a force, in particular a counter force, on the coupled tractor-trailer combination with 90 degrees from the longitudinal axis of the trailer, and opposite the direction of movement of the tractor, sideways movement of the trailer is prevented during the sideways coupling movement and force from the tractor. The counter force is preferably applied directly on the trailer, thus indirectly halting the tractor. The counter force may alternatively also be applied to both the trailer and the tractor simultaneously, to reduce the mechanical loads transferred via the coupling for stopping the movement of the tractor. It is preferred to arrange means for applying said counter force directly on the trailer, which is also helpful during the loading procedure, as explained above. The counter force is preferably applied on the trailer at a distance from the wheels in the rear of the trailer, and more preferably in the front half of the trailer. A particularly suitable position for providing the counter force is within or close to a position behind the tractor, when it is in the angular position in relation to the trailer, i.e. close to the longitudinal axis of the tractor passing through the center of the fifth wheel, along which the force is transmitted to the trailer via the kingpin. Thereby the pushing force of the tractor can best be overcome and bending or other sideways forces on the trailer in areas far from the tractor can be omitted. In particular any impact to the sideways positions of the rear wheels can be avoided. It should in this regard be noted that the counter force may have a force component also in other directions than perpendicular to the longitudinal axis of the trailer, but it must at least have a relevant component in this direction.

As trailers typically are connected along the longitudinal direction thereof, where the engagement of the corresponding coupling means is indicated by the counter force provided by the parked trailer, the inventive method of providing a similar effect despite the fact that the connection is made sideways in a risky environment, has great advantages in the usability for a driver.

According to a specifically preferred embodiment, the force is provided by a transversal support means which is provided on the railway wagon. Thus, a blocking effect on the trailer and the tractor can be achieved in a good and safe way.

The transversal support means is preferably provided at a second longitudinal side of the loading area of the railway wagon, and wherein the transversal support means preferably interacts with and applies the force on the front portion of the trailer. Thus, the trailer is effectively prevented from moving past the second longitudinal side.

A particular advantage of using a transversal support means arranged to provide a counter force on the front portion of the trailer is that such means also is very useful during a previous procedure to load the trailer, as has been explained above.

According to another preferred embodiment, the indication that the tractor is connected to the trailer is provided by a position measurement system arranged to indicate information regarding a position related to the tractor being connected to the trailer. Thus, information regarding the position can be provided without dependence on any physical positioning means.

The information comprises preferably information related to the sideways position of the trailer, thus also the enabling any warning related to potential risk that the trailer is about to be moved sideways to a risky position.

According to a specific embodiment, the step of connecting the tractor to the trailer includes using information regarding the position of the coupling means of the tractor in relation to the coupling means of the trailer for positioning the tractor sideways in relation to the trailer.

Thus, specific challenges related to the positioning of the tractor correctly sideways, when connecting to the trailer in an angled position, may be overcome. In a simple form such information may be provided by indications on the side of the trailer indicating the standard width of the trailer centered around the king pin of the trailer, such that a driver easily can approach the trailer at the correct position along its length, e.g. by using rear view mirrors.

The step of connecting the tractor to the trailer is, according to a preferred embodiment, preceded by the step of inserting a coupling means of the tractor underneath the trailer along a trajectory forming an angle with the longitudinal direction of the trailer to connect with a corresponding coupling means of the trailer, whereby an upper position of the coupling means of the tractor is controlled so as to pass under the lowest part of the trailer along said trajectory. Preferably, the trajectory angle is the same as the angle for the connection, such that a tractor can be moved along a straight line with its coupling means under the trailer. By controlling the coupling means such that the top parts thereof avoid engaging with any downward protruding parts of the trailer, unwanted accidents and wear can be avoided.

According to a specific embodiment, the upper position of the coupling means of the tractor is controlled by sliding interaction with a sliding surface on the lower surface of the trailer along said trajectory. Said sliding surface preferably typically provides a low friction engagement with an upper surface of the coupling means of the tractor. The upper position of the coupling means of the tractor is, according to an alternative embodiment, controlled by adapting the height of the upper position of the coupling means as answer to the position of the lowest part of the trailer along said trajectory. Thereby, a trailer that is otherwise not prepared for sideways disconnection from a tractor, can be used according to the inventive loading method in a safe manner, which is a particular advantage.

According to another specific embodiment, in line with the loading method above, the step of pulling the trailer off the wagon is preceded by the step of prolonging the length of the wagon.

According to another specific embodiment, the step of pulling the trailer off the railway wagon is preceded by the step of lifting the trailer from a lower transport position to an offloading position. Thus, the trailer is lifted to a position where the tractor can pass below and connect with the trailer.

According to a further embodiment of the invention, the method for off-loading a trailer from a railway wagon also includes the step of accessing a database with information related to the off-loading of the trailer on a railway wagon. Thereby various information and data related to the loading procedure and the specific vehicles involved can be connected. Thus, the execution of the method and the transport management of the trailer can be facilitated. Efficient transactions and administration may save time in the process and information for the assistance of the loading procedure may be accessed easily. More details and advantages will be clarified below in relation to a system and a method for managing the transport of cargo in accordance with another aspect of the invention.

According to a third aspect of the invention, a method is provided for transport of a trailer on a railway wagon, including a method for loading a trailer on a railway wagon as described above in relation to the first aspect of the invention and/or a method for off-loading a trailer from a railway wagon, as described above in relation to the second aspect of the invention. Thereby the advantages mentioned above in relation to the loading and off-loading methods according to the first and second aspects of the invention are achieved.

According to a fourth aspect of the invention a railway wagon is provided for transport of a trailer and is arranged for substantially horizontal loading of such trailer. The railway wagon comprises a longitudinal chassis including a longitudinal loading area. The loading area comprises a wheel support area positioned in a rear portion of the loading are, wherein the wheel support area is arranged to carry wheels of a trailer loaded on the loading area for transportation. The loading area further comprises a loading track area for receiving wheels of a trailer during loading and/or off-loading. The wagon is characterized in that the loading track area extends between the wheel support area and a first longitudinal side of the loading area in an area between the wheel support area and a front end of the loading area, whereby the wagon is arranged for the loading of a trailer from the first longitudinal side of the loading area of the wagon.

Thereby a railway wagon is accomplished for performing the inventive loading and offloading of a trailer from the side of the wagon. The loading area is arranged to remain in the same lateral position, extending along the longitudinal direction of the wagon and above the railway tracks, during loading and off-loading operations as well as during transport. Thereby the carrying structure can be simplified in relation to other solutions for horizontal loading, as no swinging or otherwise laterally moving loading areas are needed. The loading can be performed directly from an adjacent terminal platform, in limited time and with limited demands on terminal equipment. It is highly advantageous that a trailer may be rolled directly on to the wagon using a tractor. It is of particular advantage that the same road tractor pulling the trailer to the terminal or from the terminal can be used for loading or or off-loading, respectively. Thus, the disadvantages with prior art solutions are overcome. With a railway wagon according to the fourth aspect of the invention, the above-mentioned advantages related to the first, second and third aspects of the invention are also achieved. The wagon and the loading area will for ease of understanding be described as having a rear and a front end. This does not relate the direction of transportation of the wagon, but to the orientation of the front and rear of a trailer positioned on the loading area of the wagon. The longitudinal chassis of the wagon according to the invention is in its end areas typically connected to conventional wheel units, either wheel pairs or wheel bogies. The wagon typically also has coupling means connected to either or both wheel units or to the chassis. The invention is applicable to different wagon types and may also be applied to a double wagon having two chassis connected via a central wheel unit and each having another wheel unit in the other ends, respectively.

According to a preferred embodiment, the wagon further has front support means adapted to support the front portion of the trailer. As the rear portion of the trailer is supported by the wheels and the front portion thereof is supported by a tractor when pulled, the front portion of the trailer needs to be supported when the tractor is disconnected from the trailer. The front support means does in this regard include support means arranged at any point in front of the trailer wheels and providing the effect of holding up the front portion of the trailer. The front support means is thus typically arranged in the front portion of the trailer.

According to a specific, preferred embodiment, the front support means includes a trailer stand support arranged in the loading area between the front end and the wheel support area, whereby the trailer stand support is adapted to receive and hold a stand of a trailer when the trailer is loaded on the wagon. Semi-trailers are typically equipped with a stand or "landing gear" in the front half of the trailer, adapted to support the front portion of the trailer when it is parked and not supported by a tractor. The trailer stand support thus provides a means and an upward directed surface adapted to receive the lower part of such a stand of a trailer. Thus, the trailer can be parked on the loading area of the wagon to provide for the operation for disconnection from or connection to the tractor.

According to a special, preferred embodiment, the trailer stand support is height adjustable and connected to a drive means for the raising and lowering thereof. With such trailer strand support being, vertically adjustable, the wagon provides for an opportunity to hold the front end of a trailer at a preferred height through lifting it by the trailer stand. This provides for an opportunity to disconnect or connect a trailer without manually adjusting the trailer stand.

According to another preferred embodiment, the front support means includes a coupling means connected to the chassis in the front portion of the loading area. The coupling means is arranged to be connected to a corresponding coupling means of a trailer loaded on the wagon. By providing a coupling means at the front portion of the trailer platform, a trailer loaded on the platform can be secured to the wagon by the coupling means, holding the front portion of the trailer in a fixed position in all directions. Of particular advantage is that the coupling means has the ability to also provide vertical support for the front end of the trailer. In a preferred embodiment the coupling means is arranged to connect to a kingpin on a trailer and has an upper surface to vertically support an upper coupling plate surrounding such kingpin. According to another embodiment, the railway wagon comprises positioning assistance means to facilitate the movement of a trailer and/or a tractor along a suitable path for a loading or off-loading procedure. Thereby safety of the loading procedure can be guaranteed, loading operations can be simplified and performed with high precision and efficiency, as previously discussed in relation to the loading method according to the first aspect of the invention. More details and advantages will also be clarified below in relation to specific embodiments and in relation to a positioning assistance system in accordance with another aspect of the invention.

According to a specific embodiment, the positioning assistance means comprises or is connected to informative position assistance means, arranged to provide information to facilitate or enable the movement along a suitable trajectory. The informative positioning assistance means preferably are adapted to provide information on one or more of the position of the trailer in relation to the position of the wagon, the position of the tractor in relation to the position of the wagon, the position of the tractor in relation to the position of the trailer, a suitable trajectory for the trailer, a suitable trajectory for the tractor, a suitable action to move the tractor along a suitable tractor trajectory, and a suitable action to move the trailer along a suitable trailer trajectory.

Thereby, the maneuvering of the trailer during loading may be facilitated, leading to better driving precision and faster loading. Also, the off-loading process may be facilitated and in particular the step of connecting a tractor to a trailer parked on the wagon is enhanced. In general, the "right first time" factor is increased for both loading and off-loading procedures

The positioning assistance means does according to another embodiment comprise physical positioning assistance means arranged to engage physically with the trailer to assist in positioning the trailer correctly along a suitable trajectory. It should be recognized that "along a suitable trajectory" also includes providing stops at endpoints of such trajectory. As will be understood from the description of preferred embodiments below, a combination of physical and informative position assistance means provide very good effects as these cooperate for improved results. One of the most important functions of the physical positioning assistance means is to provide a physical safety barrier preventing a trailer from rolling outside and rolling off the second longitudinal side of the loading area and/or from protruding dangerously outside of said second longitudinal side.

According to a preferred embodiment, the physical positioning assistance means include a transversal support means, positioned along the second longitudinal side of the loading area between the front end of the railway wagon and the trailer wheel support area and adapted to provide transversal support for a front portion of a trailer during a procedure for loading and/or off-loading of such trailer. The transversal support means thus marks the end of a sideways movement trajectory performed by the front portion of the trailer. Thereby a front portion of a trailer loaded on the wagon will be held in a position suitable for disconnection from the tractor or in position during connection with a tractor. The transversal support means will provide a resistance and stop for a trailer in the transversal direction of the trailer, corresponding to the direction of movement of a tractor pushing the front portion of a trailer with an angle in relation to the longitudinal direction of the wagon, either for putting the front portion in place over the loading area before disconnecting or for connecting to the trailer for off-loading thereof. The transversal support means also provides a safety function, securing that the front end of the trailer cannot be pushed out past the second longitudinal side of the loading area of the wagon.

According to a specific embodiment, the transversal support means has an engagement area facing the first longitudinal side of the railway wagon, which engagement area is adapted to engage with a corresponding engagement area on a longitudinal side of a trailer positioned on the railway wagon. By providing for corresponding engagement areas on a wagon and on a trailer, unnecessary wear on the trailer can be avoided. The engagement area of the transversal support means is preferably provided with a damper means to secure a smooth stop for a movement provided by a tractor pushing the front end of the trailer sideways.

According to a special embodiment, the physical positioning assistance means include a front holding means, arranged in the front portion of the railway wagon. The front holding means has an active position and a passive position and can be shifted between these positions. In the active position, the front holding means is arranged to hold the front portion of the trailer at the first longitudinal side of the railway wagon, during a procedure to disconnect a tractor from a trailer loaded onto the railway wagon. Thus, safe disconnection sideways of the trailer is enabled and any risk of the trailer front portion being moved, in particular being moved to protrude outside of the first longitudinal side of the railway wagon, is prevented.

According to another preferred embodiment, the physical positioning assistance means comprise rear wheel positioning means, which are arranged along a loading trajectory on the loading area and have at least one engagement surface for directing the wheels of a trailer. Thereby the positioning of the rear end of a trailer can be supported during a loading operation. Thus, some of the precision needs when pushing such trailer along a complex trajectory can be limited.

According to a specific embodiment, the rear wheel positioning means, comprises mechanical guide means, which extend upwards from the loading area and define a lateral engagement surface. The mechanical guide means preferably extend at least along the second longitudinal side of the loading area. Thus, lateral support areas for engaging with lateral sides of tires on a trailer during the loading thereof are provided. Thereby a trailer is brought to follow a suitable trajectory and the rear portion thereof is additionally prevented from rolling over the second longitudinal side of the loading area of the wagon. Thus, the mechanical guide means provides an important safety means to secure that a trailer is kept on the wagon during loading. When the mechanical guide means is positioned on the outside of the trajectory, i.e. close to the second longitudinal side of the loading area, an outer safety limit for the trailer can be guaranteed.

According to another specific embodiment, the rear wheel positioning means comprises at least one upward facing and sideways movable engagement surface in the loading area. Thereby sideways adjustment of the rear wheels of a trailer may be facilitated. The sideways movable engagement surface may be passive, i.e. enabling low effort sideways movement of the rear end of a trailer such as by facilitating the adjustment of the position of the trailer wheels in transversal direction by lowering the friction for the wheels in sideways direction on parts of the loading area, e.g. by longitudinal roller means. Such passive rear wheel positioning means are very beneficial when combined with mechanical guide means, as the sideways adjustment achieved through the mechanical guide means then is facilitated by the movable engagement surface.

The sideways movable engagement surface may also be active and provided with drive means to actively adjust the sideways position of the rear wheels. With such movable engagement surfaces any misalignments of the rear end of a trailer can be corrected, and the need for restarting the loading procedure due to minor misalignments can be omitted.

According to a further preferred embodiment, the chassis comprise two slidably connected longitudinal sub-chassis. Each of the two sub-chassis are preferably attached to a length adjustment means, capable of adjusting the length of the wagon by moving the two subchassis in relation to each other along the longitudinal axis of the wagon. The wagon can thus be transformed between an extended loading position and a contracted transport position, e.g. by the length adjustment means. The wagon may on one hand be arranged in an extended loading position to simplify the loading of a trailer via the lateral side of the wagon by providing a longer loading area during the loading and/or off-loading procedure. And, on the other hand, the wagon may be contracted to a shorter length to provide a shorter wagon for transportation, which opens for better usability on different railway sections and compact trains avoiding idle space.

According to a fifth aspect of the invention, a trailer suitable for transport on a road and on a railway wagon, is provided. The trailer has a trailer chassis which in a rear portion is resting on rear wheels. A coupling means is arranged in the front portion on the downward facing side of the chassis. Thus, the invention, according to this aspect, relate to a typical semitrailer. The coupling means comprises a downward facing coupler plate surrounding a kingpin, which extends downwards from the coupler plate. The coupling means is arranged to connect with and rest on a fifth wheel coupling of a tractor. The trailer is characterized in that a side engagement area extends outwards from the coupler plate in a second direction, at least partly sideways, to enable sliding engagement with a fifth wheel coupling during a connection or disconnection operation along said second direction.

With a trailer having a coupling means with such a side engagement area, it is possible to connect a tractor to the trailer by moving it rearwards along said second direction and correspondingly to disconnect a tractor from a trailer and subsequently move the tractor away along said second direction. The tractor can thus be connected or disconnected from the side of the trailer or otherwise with an intermediate angle in relation to the trailer. Thereby the upper surface of the fifth wheel coupling of the tractor can smoothly engage with the side engagement area on its way from outside the trailer until engagement with the coupler plate of the trailer during coupling of the trailer, or on the way from the coupler plate of the trailer toward the outside of the trailer during disconnection of the trailer. Thereby the vertical position of an upper plate of the fifth wheel coupling can be controlled so as to no engage negatively with or getting stuck in protruding or otherwise obstructing parts on the lower surface of the trailer. Thus, a second connection direction is provided for convenient connection or disconnection, in addition to the ordinary connection direction along the longitudinal axis of the trailer. This ability facilitates the previously described highly effective loading and off-loading methods according to the invention and provides for a new and inventive way to maneuver trailers within limited spaces and to disconnect and connect a tractor to a trailer, without the need for substantial space in front of the trailer.

According to a preferred embodiment, the side engagement area comprises a reception area at least partly facing outward in the second direction, whereby the reception area preferably comprises a surface angled slightly upwards. The term outward is here to be understood as outwards away from the coupling plate and towards the outside of the trailer. Thereby a smooth first engagement between the reception area and the upper surface of the fifth wheel is guaranteed, for smooth and easy coupling and for limited wear of the coupling.

According to a specifically preferred embodiment, the second direction is perpendicular in relation to the longitudinal axis of the trailer. Thereby the space saving ability and the ability to push the trailer onto a rectangular space that is limited in length, is maximized.

Additionally, the perpendicular connection provides for easier connection and positioning of a connecting tractor than other angles do, both related to the sideways positioning and related to the direction, among others as the front end of the trailer thereby provides a relevant perpendicular reference direction and may provide direction assistance.

According to another preferred embodiment of the trailer, the side engagement area substantially extends to the longitudinal side of the trailer. Thereby the loading volume of the trailer can be maximized, by allowing the trailer chassis to extend substantially down to the second engagement area, thus providing for a low loading floor. Any part lower than the coupler plate along a substantially horizonal line in the trajectory of the fifth wheel during connection may prevent or complicate the coupling operation. Also during the disconnection operation, the same risk occurs and as the upper plate of the fifth wheel often is somewhat biased, the leading edge thereof may hook into the bottom of the trailer chassis, unless it is kept horizontal or a relevant free space is provided above the horizontal line along the trajectory. The suggested embodiment prevents obstruction of the fifth wheel during connection and disconnection operations, and rather provides for a smooth procedure for moving the fifth wheel between the side of the trailer and the coupler plate and kingpin, which enables quick and easy coupling and limits the wear of the coupling means.

According to further preferred embodiment, the side engagement area and/or the coupling plate provides the lowest surface of the trailer between the kingpin and an outer periphery along the second direction, i.e. between the kingpin and the trailer side. To secure easy connection and disconnection, it's important that the fifth wheel coupling of the trailer can move freely under the trailer without getting hooked, jammed, obstructed or otherwise interfered with, which is secured by this embodiment, irrespective of the sideways extension of this side engagement area

According to another preferred embodiment of the invention, the trailer comprises positioning assistance means to facilitate loading or off-loading of the trailer on to or off from a railway wagon. Thereby advantages related to loading precision, safety and speed can be accomplished, as has been explained above, e.g. in relation to the loading method according to the first aspect of the invention.

According to a specific embodiment, the positioning assistance means facilitate alignment of the coupling means of the trailer with a corresponding coupling means of a tractor during a connection procedure along the second direction. As the connection of a tractor to a trailer typically is made along a common longitudinal axis of both tractor and trailer, alignment can easily be controlled visually via rearview mirrors on the tractor. When connecting a tractor to a trailer with an intermediate angle, the connection procedure becomes more complicated, as the relative positions and directions are not as easy to control. Therefore, specific positioning assistance means facilitating the alignment of the corresponding coupling parts, improves precision, prevents accidents and raises the efficiency related to the coupling or connection procedure. The positioning assistance means for facilitating the coupling procedure are preferably informative to provide a driver or a computer with accurate information. The positioning assistance means may be purely visual, such as markings or arrangements on the trailer side or front, providing a driver with visual indications related to the position of the trailer kingpin and a relevant direction for approaching the trailer. The connection assistance may also be accomplished with sensors on the trailer connected to sensors on the tractor or provided with the aid of camera devices.

According to another specific embodiment the positioning assistance means comprises positioning assistance means that may connect and/or interact with positioning assistance means of a railway wagon and/or a tractor. By providing positioning assistance means on the trailer, arranged to interact with position assistance means on other components, such as tractors and railway wagons, highly effective support of the loading or off-loading procedure can be achieved.

Further details, variations and advantages of the position assistance means will be explained further below in relation to a position assistance system according to another aspect of the invention.

According to a specific aspect of the invention, related to the fourth aspect of the invention, it concerns a coupling means for a trailer, comprising a downward facing coupler plate surrounding a kingpin, which extends downwards from the coupler plate. The coupling means is arranged to connect with and rest on a fifth wheel coupling of a tractor. A front engagement area extends from the coupler plate in a first direction, which is intended to extend forward when the coupler means is mounted on a trailer. The coupling means is characterized in that a side engagement plate having a side engagement area extends away from the coupler plate in a second direction. The angle between the second direction and the first direction is preferably between 45 and 135 degrees. Most preferred is an angle of substantially 90 degrees. Such a coupling means is thus typically intended to be mounted on a trailer such that said first direction is coinciding with the longitudinal axis of the trailer. When suitably mounted on a trailer, the coupling means according to the invention enables sliding engagement with a fifth wheel coupling during connection or disconnection from the side and thus provides a trailer with the above-mentioned advantages. It is further advantageous to provide a coupling means as separate units or arrangements for mounting on new trailers or for replacement of couplings on existing trailers.

According to a specific embodiment of the coupling means, the side engagement area and the surface of the coupler plate extend along a substantially common plane. This provides for the above-mentioned advantages and provides a unit suitable to mount on trailers having a low chassis. According to an alternative embodiment the side engagement area or outer parts thereof may extend slightly upwards, thus still providing for smooth connection with a fifth wheel, when mounted, even though not as space-efficient as the embodiment with the engagement area and the coupler plate extending in a common geometrical plane.

According to yet another aspect of the invention, also related to the fourth aspect of the invention, a lateral engagement plate is provided for a coupling means, of the type having a downward facing coupler plate surrounding a kingpin and being arranged to be connected to a fifth wheel coupling of a tractor. The engagement plate is arranged to be fitted onto the downwards facing side of a trailer chassis beside the coupler plate to extend from the coupler plate in an at least partly lateral direction to provide an engagement area for a fifth wheel coupling along said at least partly lateral direction. In addition to providing for the above-mentioned advantages, the engagement plate opens up opportunities for being retrofitted to existing couplings mounted on trailers, thus providing a cost-effective opportunity to transform existing trailers to be suitable to use with the invention, with limited cost.

The lateral engagement plate can be arranged either for permanent installed on the lower side of the trailer chassis and comprise means therefor, such as for being screwed or welded onto the chassis.

The lateral engagement plate is in a specific embodiment arranged for being temporary and releasably attached to the lower side of the trailer chassis. Thereby a trailer can easily be temporarily adapted for sideways connection and disconnection, and thus easy use for loading and off-loading in accordance with the invention. It is a large benefit that loading can be facilitated for a larger number of trailers, which are otherwise not prepared for sideways connection, by separate lateral engagement plates stored at terminals for on and off loading of trailer on railway wagons, which provides for flexibility and cost advantages.

The use of an above-mentioned coupling means and/or lateral engagement plate for sideways connection and/or disconnection of a tractor to a trailer is also considered to be part of the invention according to this aspect.

According to a fifth aspect of the invention, a positioning assistance system is provided for facilitating the loading and/or off-loading of a trailer on to or off from a railway wagon. The positioning assistance system is provided to facilitate the positioning of a trailer and/or a thereto related vehicle and includes positioning assistance means. The system is preferably applied in relation to the loading or off-loading of a trailer via a longitudinal side of the railway wagon, using a tractor with a pivoting connection. The positioning assistance system is preferably used to facilitate the positioning of a trailer and/or a thereto related vehicle, such as a tractor or a railway wagon. The positioning may preferably relate to the internal relation between the trailer and another vehicle or the relation between a vehicle and a platform beside railway tracks or even a specific position along such a platform. A main purpose of the positioning is to position a trailer correctly along a suitable trajectory for the loading of the trailer onto a railway wagon, including the retainment of the trailer within specific outer boundaries, typically provided by the railway wagon. Thus, sideways limitations and end positions of such trajectory for different parts of the trailer are in this context included in the definition of correct positioning along a trajectory. The positioning assistance means may typically include two specific types, namely: informative positioning assistance means, providing information or instructions to facilitate or direct the loading or off loading, and physical positioning assistance means, arranged to physically engage with the trailer, directly or indirectly, and/or with the tractor.

As the inventive methods for the loading of trailers onto and for off-loading trailers from railway wagons, as described above, are based on precision-driving and precisionmaneuvering of the trailer, as controlled by adjustment of the angle of steered wheels, typically the front wheels, of the tractor and by backwards or forward movement thereof, the presence of positioning assistance means has benefits in supporting the precision of the loading and off-loading maneuvers. Although the loading can be performed without specific positioning assistance, it is preferred to use positioning assistance means to assist the loading operation, to further increase safety and efficiency. It should be noted that the loading of a trailer onto a narrow railway wagon is a complicated precision driving operation, as the loading area is narrow and the trailer and tractor need to be maneuvered with an intermediate angle, which complicates the operation further. In particular when the angle is larger, the requirements on a driver are quite high, not least to be able to position both the trailer and the tractor along suitable respective trajectories only by the use of visual observations through rear mirrors and side windows. By the use of specific positioning assistance means, the safety of the loading operation can be guaranteed and any accidents and damages on trailers, wagons, tractors or other equipment, related to a trailer or tractor deviating from its intended loading trajectory, can be omitted. By the use of specific positioning assistance means high precision loading along a suitable trajectory can be guaranteed, whilst lowering the demands on the planning and driving precision to be executed during the loading procedure through control of the tractor. Thus, the demands put on a tractor driver is lowered. A particular advantage is that the time for loading a trailer can be further reduced by the use of positioning assistance means, thus reducing cycle time at loading terminals more than otherwise possible. On one hand the faster procedure is enabled through the enablement of comparably higher rolling speed of trailer and tractor during on and off loading. The faster procedure is on the other hand also enabled through the raised precision and thus the avoidance of driving errors and multiple attempts, providing for a high degree of "right first time".

According to one preferred embodiment, the positioning assistance system comprises an informative positioning assistance system, having means providing information of the position of the trailer in relation to the position of the wagon and/or the tractor, thereby providing the advantages mentioned above. In as specific embodiment such informative positioning assistance system comprises interconnected informative positioning assistance means forming a connected informative positioning assistance system, providing positioning assistance information that supports driving decisions. According to one specific embodiment, the informative position assistance system comprise a trailer position measurement system arranged to measure a position of the trailer within an area along a loading trajectory, which loading trajectory extends from a position on a platform beside a railway wagon to a parking position in which the trailer is loaded on the railway wagon for transportation thereby. The trailer position measurement system comprises interacting means arranged on the railway wagon and the trailer. In this connection the term beside includes positions in front of or behind the wagon, as long as the positions are beside the railway track upon which the wagon is placed or beside a virtual straight line extending forward and backwards along the side of the wagon. As the trailer position measurement system is arranged to support a trailer being pushed backwards, positions in front of but substantially parallel to the wagon are typically particularly important. It should also be noted that the system typically may measure the position along any one of an indefinite number of potential loading trajectories, also including deviations from a suitable trajectory, i.e. position beside such a suitable trajectory. With exact information of the position of the trailer in relation to a loading area on a railway wagon in an area along a typical loading trajectory, exact and effective further decision making and maneuvering of the trailer is enabled. For a skilled and experienced driver, such information may enable more efficient loading. Such information may be used to understand present position fully and to plan and decide next actions to move the trailer effectively towards a parking position on the railway wagon. The information may be used to understand whether the trailer is following a suitable trajectory and how far along such a trajectory the trailer has travelled. The information may lead to decisions such as to move the tractor forward to an earlier position to start again if the trailer has deviated from a suitable trajectory, to keep going backwards without changes or to adjust wheel angles of the tractor, either to keep following a suitable trajectory or to adjust the trajectory to get back to a suitable trajectory. It should also be noted that exact information about the trailer position may provide relevant data that may serve as input analysis, calculations and comparisons, e.g. by a computer or a device with computing capabilities. A relevant dataset is a necessary prerequisite for further support and automation of different stages through suitable information technology, and the opportunity for provision thereof is another advantage of this specific embodiment.

In a preferred embodiment, the trailer position measurement system has interacting position measurement means on the trailer and on the wagon. The interacting position measurement means does in this case involve as well active as passive means and combinations thereof and can include transmitting, receiving and reflecting means. Also a defined surface may thus act as a passive measurement means in interaction with another active measurement means. By providing interacting position measurement means on both trailer and railway wagon, the trailer position in relation to the wagon may be determined at various points in an area along a loading trajectory. The application of interacting position measurement means provides for a low-cost opportunity to determine the relative position of the trailer. The interacting position measurement means on the trailer is preferably placed in the rear part of the trailer. The interacting position measurement means on the wagon is preferably placed in the rear part of the wagon. By arranging interacting means in the rear parts of trailer and wagon, an area with typically open free sight between two parts facing each other is used. As the rear part of the trailer is getting closer to the rear end of the wagon, i.e. close to the final parking position, during the loading procedure, measurement of the relative positions between the rear part of the trailer and the rear part of the wagon is easily accomplished and the results are easy to interpret. It is in particular easy to understand how far along the trajectory has the trailer has travelled.

In a particularly preferred embodiment, the interacting means comprise a first position measurement arrangement in the rear of the trailer and a second position measurement arrangement in the rear portion of the railway wagon. The position measurement arrangements are arranged to interact with each other for position measurements. Each of the first and second position measurement arrangements preferably comprise two laterally (sideways) spaced apart position measurement devices. Each position measurement device of the first distance measurement arrangement is preferably arranged to interact with each position measurement device of the second position measurement arrangement. Thereby position measurement between the two position measurement arrangements provides four different measurements, through which the relative distances as well as the relative angles can be determined. Thereby an exact position of the trailer, including distance and angle, in relation to any reference point on the wagon is provided in a cost -efficient manner.

According to another preferred embodiment, the informative positioning assistance system comprises a tractor position measurement system, having means to measure a position of a tractor in relation to the position of a trailer, preferably in relation to the front portion of the trailer. Thereby further information to assist the positioning of trailer and/or tractor in relation to a loading as well as an off-loading procedure. Of particular advantage is to measure the position between the front portion of the trailer, which is the part typically in interaction with a tractor. It is correspondingly also advantageous to measure the position in relation to the rear part of the tractor, holding the fifth wheel coupling. The tractor position measurement system preferably comprises interacting means arranged on the tractor and the trailer respectively, which provides an effective solution to measure the relative positions between the tractor and the trailer.

According to a specific embodiment, the tractor position measurement system comprises an angle measurement means, arranged to measure the angle between the longitudinal axis of a trailer and the longitudinal axis of a tractor, when the tractor is connected to the trailer. With such measurement system, the relative angle between tractor and trailer can be gauged. The next moves for the rear as well as the front end of the trailer is highly impacted by the relative angle between the tractor and trailer, thus knowledge about this angle is important information for the determination of next moves and a suitable further loading path of trailer from each position from starting point on platform to parking position on wagon.

According to another specific embodiment, the tractor position measurement system comprises a connection assistance means, arranged to provide information to assist the alignment of the coupling means of a tractor with a corresponding coupling means of a trailer, during a procedure to connect a tractor with a trailer with an intermediate angle between the longitudinal axis of the trailer and the longitudinal axis of the tractor. Thereby the connection of a tractor to a trailer for the off-loading of the trailer is also facilitated by information about the relative positions between the tractor and trailer. This is of particular advantage when connecting the tractor to the trailer with an angle in relation to each other, as any connection activity other than along a common longitudinal axis of tractor and trailer is more complicated.

According to a further preferred embodiment of the positioning assistance system, a wheel angle measurement means is arranged to measure the angle of the steered wheels of the tractor. In the case of an ordinary tractor intended for road traffic, this would in general refer to the front wheels thereof. When applying this embodiment on a terminal tractor, also other wheel configurations may also be possible. It is however through the angle of the steered wheels and driving of the driving wheels that the trailers position or next position in every instance is determined. Exact knowledge and control of the steering wheel angle is critical for the ability to push a trailer efficiently onto a wagon via precision driving, which is enabled in a suitable way in accordance with this embodiment. As the wheel angle is determining the next position of the tractor as well as of a connected trailer, the wheel angle measurement means is in a preferred embodiment included in a tractor position measurement system, as described above to support in predicting future positions of the tractor in relation to the trailer.

According to another preferred embodiment of the positioning assistance system, a computing means is arranged to use position information, preferably provided by one or more means included in the informative positioning assistance system, as input to provide as output one or more of: information about the position of the trailer in relation to the position of the railway wagon, information about the position of the tractor in relation to the position of the railway wagon, information about the position of the tractor in relation to the position of the trailer, information about a suitable trajectory for the trailer, information about a suitable trajectory for the tractor, information about suitable action to move the tractor along a suitable trajectory, and information about suitable action to move the trailer along a suitable trajectory.

By including a computing means or data processing apparatus, such as a computer or similar means, with calculation capability, input from one or more measurement means of the informative positioning assistance system or from other suitable sources, can be used to provide useful and actionable understanding on present momentary positions and/or comparisons of momentary positions with positions along a suitable vehicle trajectory or even suggestions or directions for suitable next actions in order to follow a suitable trajectory towards an end position. Such end position may be a trailers final parking position on a railway wagon, or a tractors connection with a trailer parked on a railway wagon.

With such information providing a good understanding about momentary (present) position of the trailer and/or the tractor in relation to a railway wagon, well founded decisions can be made on next actions and next actions can be performed with enhanced precision and efficiency. Next action does in this context, in particular refer to the angle of the steered wheels of the tractor in a next situation, or a number of sequential upcoming angles, for conducting the loading or off-loading of a trailer effectively, and/or refer to the direction (forward-backward) and the speed of the tractor. Next action may however also relate to effected positions such as the next position of the wheels of the trailer, the next position of the king pin and/or fifth wheel (i.e. the connection point and turning point between trailer and tractor), which information a skilled driver can use to make decisions that ultimately result in the control of the angle of steered wheels, the direction and speed of the tractor. By providing information about a, calculated or otherwise provided, suitable vehicle (trailer, tractor) trajectory in addition to a momentary vehicle position, further assistance is provided to a driver. Comparisons of alignment or deviations can be made by such driver whereby fast and accurate decisions about next actions are facilitated. By using the information from comparing a momentary position with a suitable vehicle trajectory and analyzing deviations, suitable next actions can be suggested.

A computing means according to this embodiment can thus be used for performing advanced calculations and can enable the provision of very exact instructions for how to maneuver the tractor, to accomplish a suitable on and/or off -loading of the trailer. Of great advantage is the opportunity to momentarily calculate and recalculate a suitable path for the loading of the trailer, based on input regarding the position and/or trajectory of the trailer and/or the tractor.

Thus, the assistance can be provided in three different levels: 1) information about a momentary (present position), 2) information about a momentary present position together with information about a suitable vehicle trajectory, and 3) direct suggestions or instructions on next actions, based on a comparison of a present position with a suitable vehicle position. Any of these steps in assisting a driver, results in opportunities for shorter cycle times and in higher safety for loading and off-loading procedures and lowered demands on the skills and experience of the tractor driver. The computing means may be connected to the one or more measurement means with any suitable connection technology, including known technologies such as Bluetooth, wifi, radiofrequency, wire or any generation of mobile technology, such as 3g, 4g, 5g.

The information provided by the positioning assistance system according to this embodiment may also include safety warnings related to vehicle positions and/or vehicle trajectories that may lead to risks or damages. Thereby a very important safety feature is enabled. The positioning assistance system according to this embodiment may also include positions or trajectories related to specific positions along on a terminal platform beside a railway wagon, such as an intended parking position of a wagon. With relations between different vehicles and such specific position, also the more important relations between the different vehicles can be determined.

The computing means is according to a specific embodiment connected to a computer readable medium holding information about one or more of: a configuration of one or more trailers, a configuration of one or more tractors, a configuration of one or more railway wagons, a configuration of one or more railway terminals, a suitable trajectory for one or more trailers, a suitable trajectory for one or more tractors, and suitable trajectories for one or more tractor-trailer combinations. The computing means is thereby arranged to use information from said computer readable medium to provide information to facilitate positioning. The information to facilitate positioning preferably comprises information about positions and/or trajectories and/or suitable actions. By providing a computer readable medium with a database, holding information that is known or can be foreseen before the start of a loading or off-loading procedure, the opportunity to provide fast and accurate calculations, yet with limited demand on processor capacity, supporting a driver is further enhanced. Thus, overall measurements and positions of axles and wheels and of the kingpin are relevant data to include in relation to a trailer. Similarly, overall measurements and positions of axles and wheels and of the fifth wheel coupling as well as minimum turning radius are typically relevant data to include in relation to a tractor. For a railway wagon overall length of the loading area and the positions of different means arranged to interact with a trailer would typically be relevant data. By combining such data between different tractor and trailer combinations, also standard trajectories may be calculated and stored, even from different starting positions. The opportunity to choose from an amount of pre stored data, simplifies the procedure to calculate and assist suitable vehicle trajectories.

According to yet another preferred embodiment the positioning assistance system comprises a presentation means, arranged to provide information on one or more of: the trailer position in relation to the position of the wagon, the tractor position in relation to the wagon, the tractor position in relation to the trailer, a suitable trajectory for the trailer, a suitable trajectory for the tractor, suitable action to move the tractor along a suitable trajectory, and suitable action to move the trailer along a suitable trajectory.

Thereby, a driver is can easily get information on relevant positions, trajectories and alignment or deviation therefrom of and of suggested actions. The driver can thereby effectuate the loading or off-loading in a quick and safe manner. It is particularly advantageous when the presentation means is combined with a computing means, thus calculations and information resulting therefrom can enable advanced assistance for a driver of the tractor. The presentation means is preferably connected to one or more means of the position assistance system. The provision of a presentation means may be accomplished by the connection to any external unit with suitable presentation capability. The presentation means does not have to physically belong to any other components of the system but may be connected to other means of the system via any suitable form for data transmission, such as any data transmission technology, by wire or wireless. According to a preferred embodiment the presentation means include a presentation screen for visual presentation of the information. The information can also be presented via other means such as sound or light, either alone or in combination with a screen. Beneficial examples of such presentation means are smartphones, tablets, PCs or screens mounted inside a tractor.

The positioning assistance means do according to a specific embodiment comprise visual indications for a suitable trajectory for a trailer to be loaded onto or off-loaded from a railway wagon and/or visual indications for a suitable trajectory for a tractor loading a trailer onto a railway wagon or off-loading a trailer from a railway wagon. Such visual indications are provided on a platform beside a railway wagon, preferably at positions fixed relative to a predefined loading position of a railway wagon, and/or on a loading area of a railway wagon.

These indications preferably indicate a suitable trajectory for the wheels of a trailer and or for the wheels of a tractor. In relation to any indications on a platform beside railway tracks, it is important that the railway wagon is placed in the predefined position, such that the loading trajectory on the platform is calibrated with a suitable loading trajectory on the wagon. It is thus preferrable that the visual indications include corresponding reference indications for the railway wagon and the platform, such that alignment can be confirmed. The visual indications may be provided in different ways, such as being painted, fastened or taped onto the surface of the platform and/or the railway wagon. By using visual indications on the platform and/or the railway wagon, effective positioning assistance information is provided to a driver at a low cost in a manner that does not rely heavily on complex technology. This provides an opportunity for good positioning assistance in environments where no measurement technology is available and thus does not demand that railway wagons, trailers, tractors or terminals are equipped with or connected to specific measurement technology. Thereby the threshold for implementing the invention is low also in environments where access to advanced technology is limited. The visual indications may advantageously also indicate a suitable trajectory for a tractor, in particular indicating a suitable trajectory for the wheels of a tractor during loading of a trailer or during rearwards movement towards the trailer for coupling the tractor to a trailer parked on the wagon.

The informative positioning assistance means may, according to another preferred embodiment comprise visual indication means arranged on a trailer for assisting the positioning of a tractor connecting to the trailer with an angle. Connecting the tractor to the trailer with an angle shall be understood as connecting the tractor to the trailer from a direction other than the longitudinal axis of the trailer, preferably from the side of the trailer, and most preferred in a direction perpendicular to the longitudinal axis of the trailer. As indicated previously in relation to a trailer according to the fifth aspect of the invention, such visual indications may include indications on the side of the trailer, which can be viewed from the inside of a tractor through a rearview mirror and thus used for correct positioning of the tractor. Such visual indication means may also be provided on the front of the trailer, to provide indications of position and direction for the connection of the trailer, i.e. alignment between the coupling means of the tractor and the coupling means of the trailer during a suitable connection trajectory of the tractor. As one of the challenges for connecting a trailer from other directions than the longitudinal axis of the trailer, is the ability to position the tractor correctly during rearwards approach to the trailer. Thus, such visual indication means provide a useful facilitation for the connection procedure, securing precision and providing for safety and efficiency.

According to a specific embodiment, the positioning assistance system comprises physical positioning assistance means arranged to engage with the trailer to assist in positioning the trailer correctly along a suitable trajectory. The means may be provided at different positions along a loading trajectory or mark end points for the trajectories of different parts of a trailer. Thus, precise positioning of the trailer can be positively secured, and minor driver mistakes be avoided. Physical positioning assistance means may also constitute important safety means, preventing dangerous positions and avoiding accidents caused by a misaligned trailer. Thus, as mentioned above in connection with the railway wagon according to the fourth aspect of the invention, one of the most important functions of the physical positioning means is to provide a physical safety barrier preventing a trailer from rolling outside and rolling off the second longitudinal side of the loading area and/or from protruding dangerously outside of said second longitudinal side. Thanks to the physical positioning means, fast and safe on and off loading of trailers is accomplished in a cost- effective manner. These means do in particular facilitate the part of the loading and/or offloading procedure that takes place when the trailer is in a position where it at least partly is positioned on the wagon. Another advantage with physical positioning assistance means is that the need for advanced technologies is reduced.

The physical positioning assistance means comprise, according to a specific embodiment, rear wheel positioning means, being arranged in an area along a loading trajectory on a railway wagon and having at least one engagement surface for engagement with the wheels of a trailer for transversal positioning thereof. The transversal direction of a trailer being loaded is the most important to control, as major risks are related to the trailer rolling over the edge at the other longitudinal side of the wagon, i.e. the side facing away from the terminal platform, which may be close to another railway track. It is thus advantageous to physically control the sideways movement of the rear end of the trailer, i.e. the part and direction most difficult to control by a tractor. This is accomplished in an effective way by the physical positioning assistance means being arranged to engage with the wheels of the trailer.

The rear wheel positioning means comprise, according to a preferred embodiment, mechanical guide means which extend upwards and define a lateral engagement surface, whereby the mechanical guide means preferably extend in an area along a second longitudinal side of the railway wagon.

Thus, the mechanical guide means are arranged to engage laterally in relation to the trajectory by providing a fixed outer boundary of the trajectory. Thereby the positioning of the trailer on the wagon is facilitated in an effective way and the demands on precision in the maneuvering of the trailer by the tractor is reduced, thus facilitating the procedure for the loading of the trailer. Such mechanical guiding means provide in a suitable way an important safety function to prevent the trailer from being pushed outside of the loading area of the wagon and in particular to fall off the wagon during the loading procedure. The guiding means are preferably arranged to guide the position of the trailer wheels by providing a sideways support for the tyres of the trailer, in particular the sides of the tyres. Performing the mechanical guiding of the trailer position via sideways supporting the wheels at suitable positions along a loading path is a practical way to realize the sideways positioning of the trailer. Also other specific safety arrangements may be provided by the physical positioning assistance means to secure that the trailer cannot be pushed outside of the wagon during the loading procedure, such as by the provision of extra higher guide means along the second longitudinal side of the railway wagon.

According to another preferred embodiment, the rear wheel positioning means comprise at least one upward facing and sideways movable engagement surface in the loading area. The physical positioning means are thus arranged to facilitate the transversal movement of the trailer wheels by limiting the forces needed to adjust the sideways position of the wheels rolling on the movable engagement surface. The movable engagement surface can be passive and enable sideways adjustment by the application of a force on the rear part of the trailer, such as via the side of the wheels. In a special embodiment, the engagement surface may be connected to a drive means to enable active adjustment of the trailer wheels in sideways direction by application of the drive means.

It is in particular advantageous to combine fixed mechanical guide means engaging lateral surfaces of the wheels with movable engagement surfaces facilitating the transversal movement of the wheels. Thereby a smooth but firm guidance of the trailer wheels is accomplished, providing for safe and fast loading a trailer.

The physical positioning assistance means comprise according to another preferred embodiment, a transversal support means which is arranged on a railway wagon and adapted to provide transversal support for a front part of a trailer during loading and/or offloading thereof. The transversal support means is preferably positioned along a second longitudinal side of the railway wagon.

The transversal support means is arranged to provide a counter force and stop on the trailer in a direction perpendicular to the longitudinal direction of the trailer. It thus marks the end of a sideways movement performed by the front portion of the trailer. Thereby a front portion of a trailer loaded on the wagon will be held in position for disconnection from a tractor or for connection with a tractor. It will provide a resistance and stop for a trailer in the transversal direction of the trailer, corresponding to the direction of movement of a tractor pushing the front end of a trailer with an angle in relation to the longitudinal direction of the wagon, either for putting the front end in place over the loading area before disconnecting or for connecting to the trailer for off-loading thereof. The transversal support means also provides a safety function, securing that the front end of the trailer cannot be pushed out past the second longitudinal side of the loading area of the wagon. Further information and advantages have been clarified above in relation the railway wagon in accordance with the fourth aspect of the invention.

According to a special embodiment, the physical positioning means include a front holding means, arranged in the front portion of the railway wagon, as has been explained together with related advantages above in relation to the railway wagon according to another aspect of the invention.

It should be noted that physical and informative positioning assistance means, respectively, are useful separately. It is however even more advantageous to combine both types of positioning assistance means, as the advantages in speed and safety are even higher when these two means are combined. The positioning assistance system comprises according to a specific preferred embodiment multiple positioning assistance means installed on or connectable to a plurality of trailers and/or a plurality of railway wagons, and/or a plurality of tractors, to provide interoperability between said plurality of trailers and/or railway wagons and/or tractors. Thereby high interoperability is achieved, and an effective system is created, providing broad use and integration with a larger ecosystem of transport vehicles. This enlarges the usefulness of the invention.

According to a sixth aspect of the invention, a tractor is provided for loading of a thereto pivotably connected trailer onto or off from a railway wagon along a longitudinal side of the railway wagon, whereby said tractor comprises and/or is connected to means for assisting the positioning of the trailer and/or the tractor during a procedure to load or off-load the trailer onto or off from the railway wagon. Thereby a tractor arranged for effective and efficient loading and off-loading of a trailer onto or off from a railway wagon according to the inventive methods, is provided. The means for assisting the positioning of the trailer and/or the tractor are preferably parts of a positioning assistance system of the type according to the previously explained fifth aspect of the invention, and most preferably comprises connected informative positioning assistance means, forming a connected informative positioning assistance system, providing positioning assistance information that supports driving decisions. Thus, a cost effective solution is provided for high level of assistance to a tractor driver for loading or off-loading of trailers onto or off from railway wagons, in line with benefits explained in relation to the previously described positioning assistance system.

According to a particularly preferred embodiment, the tractor comprises a propulsion control means, arranged to control movement of a driving wheel of the tractor, and a steering control means, arranged to control the angle of a steered wheel of the tractor, whereby a computing means is connected to the propulsion control means and/or the steering control means, and whereby the computing means is connected to positioning assistance means providing information related to the position of a trailer for the loading of the trailer onto a railway wagon or for the off-loading of the trailer from a railway wagon. Thereby a tractor with autonomous driving capability is provided, with efficient capability for connecting with and/or disconnecting from and/or for the maneuvering of a trailer, in particular for the dedicated purpose of loading or off-loading a trailer onto or off from a railway wagon in accordance with the invention.

According to the preferred embodiment, the propulsion control means is connected to a propulsion means, including a power unit connected to the, at least one, driving wheel, and the steering control means is connected the steered wheel. The computing means is thus arranged to control the speed and direction of the tractor via the propulsion control means and to control the steering of the tractor via the steering means. The computing means preferably comprises software for causing the tractor to load a trailer onto a railway wagon and/or to off load a trailer from a railway wagon in accordance with the previously described method based on input from means of the connected positioning assistance system.

It is of particular advantage to use the method according to the invention together with a tractor having autonomous driving capability. The maneuvering of the trailer is an activity quite suitable for a self-driving vehicle to perform. Even though the loading procedure is complicated in itself, it is a highly repetitive process within limited boundaries and degrees of freedom, which renders it quite suitable to be performed by an autonomous vehicle. The loading and off-loading of trailer on railway wagons put very high demands on precision, which can be supported by different measurements and calculations, but is restricted to a very specific, predictable and quite repetitive environment. Thus, autonomous driving capability is highly suitable to be applied for this purpose.

A computing means of an autonomous vehicle is suitable to be programmed to control the loading and/or off-loading process described above, on the basis on certain basic geometry data and input from various sensors, such as the informative position assistance means, described above.

It should also be emphasized that the autonomous driving capability can be provided on an otherwise ordinary driver conducted tractor. As the inputs for the maneuvering procedure related to loading and off-loading of trailer may be provided through means of a connected informative positioning assistance system, as mentioned above, a low-cost sensor system is provided, in comparison to the complex systems required for traffic on public roads. A tractor can thus be arranged for manual driving outside of train terminals but be transformed to autonomous mode for the maneuvering related to loading and off-loading of a trailer, including the procedures for connecting and disconnecting the tractor to or from the trailer. Thereby the presently best mode for public traffic, manual driving is applied on roads, and a highly effective and safe automation of the loading and off-loading is practiced in the controlled environment surrounding the railway wagon parked on tracks beside a platform.

It is a large advantage that autonomous tractors, or tractors placed in autonomous mode, can be used for near terminal and on terminal transportations, whilst long distance transportation is achieved by train. Thereby the advantages of the flexibility provided by tractors on road, can be combined with the advantages of energy efficiency and environmentally friendly long-distance transportations provided by trains.

According to a particular embodiment, the tractor is a low- or no-carbon-emission tractor, such as an electric or hydrogen powered tractor. Thereby the present weaknesses of autonomous electric or other zero emission technology tractors, such as shorter range and challenges related to charging/ refueling as well as difficulties related to driving in complex and new environments, are overcome at the same time as the weakness of limited flexibility and access that are typical for trains are also overcome. Thus, the different strengths of both transport options are combined in an optimal way for maximum flexibility and environmental friendliness.

According to a specific embodiment, the tractor comprises a vertically adjustable coupling means comprising a height control means, whereby the vertical position of the uppermost portion of the coupling means is controllable during a procedure for connecting the tractor to a trailer and/or disconnecting the tractor from a trailer. Thereby the coupling means can be kept in a vertical position at the same level as or lower than the vertical position of a corresponding coupling means of the trailer during a process for connecting the tractor and the trailer or for disconnecting the tractor from the trailer, in particular during the part of the process where the coupling means of the tractor is positioned under the trailer on the path to or from the coupling means of the trailer. Thereby the need for providing a specific sliding path on the lower face of the trailer is overcome, which is of particular advantage when connecting a tractor to a trailer sideways. Thus, there is no need for specifically adapting a common trailer for enabling sideways connection or disconnection. The specific embodiment is particularly suitable for a fifth wheel coupling of a tractor, interacting with a corresponding kingpin and surrounding coupler plate of a trailer. It is particularly advantageous to provide sensor means related to the available height along the connection or disconnection path of the coupling means, to facilitate the analysis of suitable vertical positions of the uppermost portion of the coupling means of the tractor along a path for connecting to or disconnecting from a trailer.

According to a seventh aspect of the invention an intermodal terminal is provided, having a platform arranged beside railway tracks, whereby a loading position is provided for a railway wagon placed on the railway tracks beside the platform, whereby a maneuvering area, extending sideways from and along the railway tracks beside the loading position, is provided on the platform, and whereby the platform is arranged for the loading of a trailer, being pushed substantially horizontally by a thereto pivotably connected tractor, from the maneuvering area onto a railway wagon placed in the loading position, via a longitudinal side of said railway wagon, and/or for the off-loading of a trailer being pulled substantially horizontally by a thereto pivotably connected tractor, from a railway wagon placed in the loading position, via a longitudinal side of said railway wagon, to the maneuvering area.

According to a preferred embodiment, the loading position for a railway wagons is predefined. Thereby, indications for a loading procedure can be provided, which can be used as references for different steps of a procedure to load a trailer onto a railway wagon, thereby facilitating this procedure. It is particularly advantageous if the terminal is connected to means of a positioning assistance system of the type previously described. Of particular benefit is when visual indications are provided on the platform to indicate suitable trajectories for a trailer and/or a tractor to support loading or off-loading of a trailer. Thereby also the loading position for a railway wagon is preferably marked by visual indications.

It is also particularly advantageous when the height of the platform in relation to the railway tracks correspond to the height of a loading platform of a railway wagon positioned on the tracks, to facilitate substantially horizontal loading as mentioned previously.

According to an eighth aspect of the invention, a system is provided for intermodal transportation. The system comprises at least one trailer, one railway wagon, one tractor and one railway terminal, having a railway track and a platform arranged beside the railway track, wherein the system is arranged for transportation of cargo carried by the trailer, wherein part of the transportation is arranged to be performed via road, whereby the trailer is hauled by a tractor, and part of the transportation is arranged to be performed via railway, whereby the trailer is loaded on the railway wagon positioned on the railway track. The system is characterized by the system being arranged for loading and/or off-loading the trailer through a substantially horizontal movement controlled by the tractor, wherein the trailer is movable between a position on a terminal platform beside a railway wagon and a position on a loading area on the railway wagon, by a rolling motion controlled by the tractor, and wherein the trailer is movable between a position on the platform and a position on the railway wagon via a longitudinal side of the railway wagon, and wherein the loading area on the railway wagon is arranged to be substantially positioned over the railway track during the loading and/or off-loading procedure.

With the system according to this aspect of the invention, the objects of the invention are achieved, and the advantages mentioned in relation to the first and second aspects of the invention described above are also realized. It is particularly advantageous that a system with interoperable components is provided, which enables high scalability and high usefulness.

According to a specifically preferred embodiment, the system further comprises positioning assistance means in accordance with a the previously described fifth aspect of the invention. Thus, all advantages mentioned in relation to various specific embodiments of a positioning assistance means are reached.

According to another preferred embodiment, the tractor comprises a propulsion control means, arranged to control movement of a driving wheel of the tractor, and a steering control means, arranged to control the angle of a steered wheel of the tractor, whereby a computing means is connected to the propulsion control means and/or the steering control means, and whereby the computing means is connected to positioning assistance means providing information related to the position of a trailer for the loading of the trailer onto a railway wagon or for the off-loading of the trailer from a railway wagon. Thereby a tractor with autonomous driving capability is provided, delivering the previously mentioned advantages discussed previously in relation to the sixth aspect of the invention.

In a specific embodiment a computing means is provided, which computing means is capable of calculating a suitable path for the loading of the trailer, based on input regarding the position and/or trajectory of the trailer and/or the tractor.

According to another preferred embodiment of the system, the loading area of the wagon and the terminal platform, which is arranged beside the wagon at a loading position are both on the same level, to form a substantially common plane, preferably a substantially horizontal plane. By arranging the height of the loading area of the wagon at substantially the same horizontal level as the height of the loading platform of the terminal, i.e. at the same height (vertical distance) over the over the tracks, easy horizontal maneuvering between platform and wagon is facilitated. In particular the connection and disconnection of tractor from trailer is facilitated as they can easily be performed without any need for height adjustment arrangements.

It is preferred that the tractor and/or the trailer, and/or the railway wagon and/or the terminal is of previously described type, which provides for the previously mentioned advantages.

It should be understood that the various embodiments of the system according to the eighth aspect of the invention advantageously are used together with various embodiments of the loading method according to the first aspect of the invention and the off-loading method according to the second aspect of the invention.

It is in particular advantageous to provide the system with multiple trailers, railway wagons, railway terminals and multiple tractors, whereby an effective system of interoperable components are achieved, to deliver the advantages of the invention in large scale, in particular to effectively reduce the carbon footprint of over land transports.

According to a ninth aspect of the invention, a system is provided for managing cargo transports in an intermodal transportation system. The intermodal transportation system comprises multiple transportation components, wherein said transportation components comprise at least one trailer and at least one railway wagon. The system for managing cargo transports comprises a computing means, and a computer readable media means, whereby the identities representing components of the transportation system are storable on the computer readable media means, and whereby the computing means is arranged to associate identities representing components of the transportation system with the identity of a specific cargo transport.

By including the ability to associate identities of trailers and wagons in a computer system, information related to trailers, wagons and specific cargo transports can be stored and accessed. Thus, the management of different stages of a cargo transport and different transactions can be executed in a very efficient manner, thus further simplifying the seamless and low effort inclusion of a train transport as part of an intermodal transport. Different procedures can be facilitated by easy access to data related to the trailer. Check in and check out procedures of train terminals may be simplified and responsibilities for safety and compliance can be controlled. Loading and off-loading of trailers can be facilitated. Furthermore calculation, regulation and allocation of cost incurred is also simplified. It is also of great value that the management system may stretch further and support all the activities related to moving a trailer from one position to another via a combination of road and train transports. Thus, the added administrative complexity of including a train transport in a road transport is minimized.

According to a preferred embodiment, the association of identities representing transportation components comprises the pairing of an identity representing a trailer with an identity representing a railway wagon in relation to the transportation of said trailer on said railway wagon. Thus, systems for positioning assistance may be connected. Specific data impacting the loading and off-loading procedure may be accessed, to simplify these processes. The process of locating the right railway wagon at its position at a terminal may also be facilitated. Other information and data related to the train transportation of the trailer may also be accessed and used.

The transportation components of the intermodal transportation system may include at least one tractor and/or an intermodal terminal. According to a specific embodiment the transportation components include at least two intermodal terminals, whereby identities representing said two intermodal terminals are stored on the computer readable media means, and whereby the computing means is arranged to use identities representing the two terminals as input together with the identity representing a cargo transport and to return an information that is associated with a relation between the two intermodal terminals. The connection of information related to the two terminals, such as to position information or trains between the terminals enables the storing and retrieving of useful data, such as data related to the cost of the train transportation. Thus, also the administration or financial transactions related to the cargo transport may be further facilitated. According to a specific embodiment, an identity representing a cargo transport is associated with an identity representing a start location and an identity representing a delivery location, wherein at least one of the start location and the delivery location is situated on a distance from both intermodal terminals and wherein the identity representing the trailer is associated with the identity representing the cargo transport from start location to delivery location via said two intermodal terminals. Thereby data and information related to all steps of a cargo transport can be stored and be accessible, which may facilitate transport activities as well as administrative activities along the whole cargo transport from start location and pick up of the trailer to delivery location and an associated drop-off of the trailer.

According to a special preferred embodiment, the computing means is arranged to use identities representing the start location and the delivery location as input together with the identity representing the cargo transport and return an information that is associated with a relation between the two intermodal terminals. By including information associated with the relation between the two intermodal terminals, such as distance, also information related to the overall cargo transport, such as a total cost, may be entered, compiled and retrieved, which further facilitates the administration of a cargo transport.

According to another embodiment, the computing means is arranged to use identities representing transportation components to provide as output information related to different stages of a cargo transport. Thereby information related to locations, geometries, check in and check out procedures and other useful data can be made available and thus support different stages of the cargo transport. According to a specific embodiment such information relates to information for on loading and/or off-loading of the trailer onto or off from the railway wagon. It is highly beneficial that such information related to the specific transportation components is available when they come useful. Thus, specific length and other geometries impacting the loading trajectories can be used. According to another specific embodiment the information related to different stages of a cargo transport includes information related to a location. Thus, different components and positions can be easily discovered to facilitate the cargo transportation.

According to a further embodiment, the system for managing cargo transports is arranged to manage cargo transports performed by the use of a system for intermodal transportation according to the previously presented type, which provides for effective cargo transportation and transport management, reducing time and administration. By the use of the various previously described aspects of the invention, effective and environmentally friendly transport is combined with the efficient management and administration provided by this nineth aspect of the invention.

According to a tenth aspect of the invention, a cargo management method is provided. The method comprises the steps of loading a cargo carrying trailer onto a railway wagon, transporting the railway wagon on a railway, and off-loading the trailer from the railway wagon. The method further comprises the related computer implemented steps of associating an identity representing the trailer with an identity representing the railway wagon and providing an information related to the transportation of the cargo. Thus, the benefits mentioned above in relation to the system for cargo management are achieved. It is of large advantage to combine the physical transportation steps with suitable administrative information management steps. According to a preferred embodiment, the information provided is information that is beneficial for assisting the loading of the trailer onto the railway wagon, such as information that can be used to understand locations, measurements, dimensions, loading behaviors, loading trajectories and other information useful in connection with the loading procedure.

According to another preferred embodiment, the information provided is information that is beneficial for assisting the off-loading of the trailer, such as location, relations, dimensions and other information suitable for the off-loading procedure.

According to a further preferred embodiment, the information provided is related to the transport on the railway. Such information may relate to geographical data, train and railway requirements other useful information. It is in particular beneficial to provide the cost for the railway transport, which enables a seamless administrative cost calculation process.

The cargo management method comprises in accordance with a specific embodiment the step of transporting the trailer via road from a starting location to a railway wagon and/or from a railway wagon to a delivery location, whereby the method further includes the computer implemented step of associating the identity representing the trailer with an identity representing the starting location and/or the delivery location, and providing information related to the transport from the starting location and/or to the delivery location. Thus, further administrative advantages can be reached with seamless cargo management and improved efficiency gains during the transportation of the cargo.

According the one embodiment, the cargo management method further comprises the steps of the previously discussed method for loading a trailer onto a railway wagon according to the first aspect of the invention. Thereby a combination of a fast physical loading procedure and simplified administration is accomplished, whereby opportunities to simplify the loading method through access to helpful information further enhances the loading process. This combination is in particular advantageous for use with a system with multiple trailers, wagons, tractors and terminals, whereby the storing and retrieving of relevant data related to the different components of the system enhances efficiency.

According to another embodiment, the cargo management method further comprises the steps of the previously discussed method for off-loading a trailer from a railway wagon according to the second aspect of the invention. Thus, a combination of a fast physical offloading procedure and simplified administration is achieved, whereby opportunities to simplify the off-loading method through access to helpful information further enhances the off-loading process. Also this combination is in particular advantageous for use with a system with multiple trailers, wagons, tractors and terminals, whereby the storing and retrieving of relevant data related to the different components of the system enhances efficiency.

The method for loading a trailer onto a railway wagon according to the previously mentioned first aspect of the invention, does in accordance with a further embodiment also comprise the further step of accessing a database on a computer readable media. According to a specific embodiment, the method comprises the step of updating the system with information, preferably information related to the trailer. According to another specific embodiment the method comprises the step of retrieving information, preferably information related to the trailer. Thus, these embodiments provide the previously mentioned advantages related to a combination of a fast physical loading procedure and simplified administration. Opportunities to simplify the loading method through access to helpful information further enhances the loading process.

Also the method for off-loading a trailer from a railway wagon according to the previously mentioned second aspect of the invention does in accordance with a further embodiment comprise the further step of accessing a database on a computer readable media. According to a specific embodiment, the method comprises the step of updating the system with information, preferably information related to the trailer. According to another specific embodiment the method comprises the step of retrieving information, preferably information related to the trailer. According to a further specific embodiment, the step of retrieving information includes the step of retrieving information related to a specific geographic position. Thus, these embodiments provide the previously mentioned advantages related to a combination of a fast physical off-loading procedure and simplified administration. Opportunities to simplify the off-loading method through access to helpful information, such as geographic information, such as location of the trailer, further enhances the off-loading process.

Also the transport method according to the above mentioned third aspect of the invention does according to a special embodiment comprise the further step of accessing a database on a computer readable media, which opens for the above mentioned advantages in relation to the above discussed first and second aspects. In accordance with a specific embodiment the step of accessing the database includes the step of retrieving information related with a cost. By combining the steps from loading a trailer on a railway wagon, transporting said wagon on railway and thereafter off-loading the trailer from the railway wagon, with the step of providing an associated cost, a seamless cargo management procedure with limited administration is created, "from tractor to tractor".

From the discussion above, it should be understood that the various aspects of the invention as described above are all interlinked and have mutual technical relations so as to provide a group of inventions forming a single inventive concept. All aspects of the invention have a technical relation to one or more of the other aspects of the invention.

According to a specific aspect of the invention, it relates to a method for parking a trailer on a longitudinal parking area, comprising the steps of: pushing the trailer backwards onto said parking area from one longitudinal side of the parking area using a tractor with a pivoting connection to the trailer, whereby the trailer preferably is pushed along a trajectory in a direction substantially parallel to the longitudinal direction of the parking characterized in that the step of pushing the trailer backwards includes moving the tractor to an angled position in relation to the longitudinal direction of the trailer. By using the inventive idea for disconnecting and connecting a tractor to a trailer sideways, an opportunity to park a trailer within a limited area along a longitudinal direction is achieved. The parking area can thus be a rectangular area with access limitations in both short ends of the rectangular area. A trailer can thus be positioned in such a longitudinal parking area having a length substantially coinciding with the length of the trailer. Even though this method is applicable in other situations than situations related to railway wagons, the method corresponds to the parking of a trailer on a railway wagon. Further advantages and possible embodiments according to this specific aspect can thus be derived from the description of the method related to railway wagons.

Another specific aspect the invention relates to the connection or disconnection of a tractor from a trailer in an angular position, preferably perpendicularly from the longitudinal axis of the trailer. This inventive concept may be handy in other situations where sideways connection or disconnection of a tractor and a trailer, in particular where the space in front of the trailer is limited. Preferred embodiments of the method is the provision of a transversal force to mark a sideways end position and to hold the trailer sideways in place during disconnection and connection procedures. Also the control of the vertical position of an upper portion of a coupling means of the tractor during the sideways movement of the coupling means below the trailer between the kingpin and the outer periphery a preferred embodiment. Further advantages and embodiments can be derived from the description of other aspects of the invention.

The invention is mainly described with reference to and mainly targeting semi-trailers with wheels provided in the rear portion of the trailer. Although it is more complicated to maneuver a trailer also having a pivoting front axle or front wheel assembly connected to a tow bar for coupling with a tractor. It should however be understood that the general principle of the inventive loading method is applicable also for such self-carried trailers. To maneuver such trailer successfully, the front wheel assembly should be brought to follow substantially the same trajectory as otherwise the rear wheel assembly of a tractor. In the case such trailer is equipped with releasable front dolly, the process for parking and securing the trailer onto a railway wagon is essentially the same as described herein, with the dolly being removed for transport. In case the front wheel assembly is pivotably fixed on the trailer, a specific turning means is preferably provided in the front end of the wagon, by which the front wheel assembly can be turned such that the draw bar is pointing forward in the longitudinal direction of the trailer and the wagon, in which position the trailer can be secured for transport.

Brief description of the drawings

In the following the inventive concept together with preferred embodiments thereof will be closer described with support of the attached drawings.

Fig. 1 is a sideview of a tractor and trailer combination, suitable for use with the invention.

Fig. 2 a-g represent a schematic and stepwise overview of presently preferred methods for loading and off-loading of a trailer onto or off from a railway wagon in accordance with the invention.

Fig. 3 is a schematic side view of a presently preferred embodiment of a railway wagon in accordance with the invention.

Fig. 4 is an enlarged schematic view of the loading area of railway wagon in Fig. 3 from above, taken along lines IV-IV in Fig. 3.

Fig. 5 is a cross section view of the railway wagon, taken along line V-V in Fig. 4.

Fig. 6 is a schematic side view of a presently preferred embodiment of a railway wagon in accordance with the invention, with a trailer loaded thereupon in transport state.

Fig. 7 is a schematic side view similar to Fig. 6, showing a railway wagon with a loaded trailer in a connection state.

Fig. 8 is a schematic side view similar to Figs. 6 and 7, showing a railway wagon with a loaded trailer from the opposite side and together with parts of a tractor connected to the trailer.

Fig. 9 a-b illustrate schematically an embodiment of a railway wagon in accordance with the invention.

Fig. 10 is a schematic view from below of a trailer according to a presently preferred embodiment of the invention, taken along lines X-X of Fig. 1.

Fig. 11 is a cross section of the trailer taken along lines XI-XI in Fig. 10, highlighting a presently preferred embodiment of a coupler means according to the invention.

Fig. 12 is a schematic view from above of the railway wagon in accordance with Figs. 2a-g, indicating schematic trajectories of trailer and tractor wheels during the presently preferred loading process. Fig. 13 is a schematic view from above, similar to Fig. 4, of an alternative embodiment of a railway wagon according to the invention.

Fig. 14 is a schematic view for above, similar to Fig. 2c, illustrating parts of a presently preferred embodiment of a positioning assistance system in accordance with the invention.

Fig. 15 is a schematic block chart of parts of a presently preferred embodiment of a connected positioning assistance system according to the invention, as illustrated in Fig. 14.

Fig. 16 is a flowchart of different phases and steps for performing a preferred embodiment of the loading method according to the invention.

Fig. 17 is a flowchart of different phases and steps for performing a preferred embodiment of the off-loading method according to the invention.

Fig. 18 is a schematic overview illustrating a preferred embodiment of a transport management system in accordance with the invention.

Fig. 19 is a schematic block chart of a database and data management system in accordance with a presently preferred embodiment of the transport management system according to the invention.

Fig. 20 is a detailed block chart displaying tables and details of a first layer of the database illustrated in Fig. 19.

Fig. 21 is a detailed block chart displaying tables and details of a second layer of the database illustrated in Fig. 19

Fig. 22 is a schematic overview of location relations in a transportation network of a transport management system.

Fig. 23 is a flowchart of a presently preferred method for transport management.

Fig. 24 is a block chart of the database in accordance with Fig. 20, populated with example data.

Fig. 25 is a block chart of the database in accordance with Fig. 21, populated with example data.

Fig. 26 is a block chart illustrating the different components of a positioning assistance system according to the invention.

Fig. T1 is a side view of a fifth wheel coupling, for use together with the invention.

Description of preferred embodiments of the invention

In the following, the various aspects and embodiments of the invention together with presently preferred embodiments of the invention and preferred modes to carry out the invention, will be described in detail with reference to the attached drawings.

In the below, a general outline of a tractor-trailer combination is explained with reference to Fig. 1 together with Figs. 1, 2g, 10, 11 and 27. In Fig. 1 a typical combination of a tractor 10 and a semi-trailer 20 suitable for use together with the invention is shown. The tractor 10 has the form of a road truck. The trailer 20 is in its front portion 19, supported by a fifth wheel coupling 12, on the rear portion of the tractor 10, and is in its rear portion 18 supported by a rear wheel arrangement 21. Such a fifth wheel coupling 12 is visible from above in Fig. 2g and from the side in Fig. 27. The fifth wheel coupling 12 engages with a coupling means (not visible in Fig.l) of the trailer 20. Such a coupling means is indicated with reference number 70 in Figs. 10 and 11 and comprises a kingpin 71 and a coupler plate 72 arranged facing down under the trailer 20. The rear wheel arrangement 21 comprises one or more axles with wheels 22. The trailer 20 has a support stand 26, also known as a "landing gear". When moving the trailer 20, two turning axis positions can be noted, a front turning axis A, provided by the kingpin 71 when in engagement with the fifth wheel coupling 12, and a virtual rear turning axis B provided at a central position of the rear wheel arrangement 21. Similar details, parts and objects will in the following be denoted by the same reference numbers in different Figures. The tractor - trailer combination explained this far represent a typical prior art combination.

Intermodal loading procedure

The general principles for the loading of a trailer onto a railway wagon in line with a presently preferred method according to the invention, will in the following be explained in stepwise sequence by the support of Figs. 2 a-g. It should be noted that angles and positions indicated are schematic and that the drawings are only provided to illustrate the invention and to provide for the understanding thereof. Deviations from the exact angles and positions indicated may well be necessary to perform the loading and off-loading processes indicated. Figs. 2 a-g show from above a semi-trailer 20 being loaded onto a railway wagon 30 by a tractor 10, from a platform 40 positioned beside railway tracks 41. Only the outline of a trailer 20 is indicated. The position of the tractor 10 and the wagon 30 below the trailer 20 is revealed in an X-ray view during the loading procedure. A longitudinal central axis F of the trailer 20 and a longitudinal central axis G of the tractor 10 both pass through the turning axis A provided by the coupling. A transversal axis D of the trailer 20 also crosses longitudinal axis F at the turning axis A, while a transversal axis E of the tractor 10 correspondingly cross the longitudinal axis G of the tractor 10 at the turning axis A. The rear turning axis B is here indicated, together with a virtual rear axle C, which represents the virtual axle effectively provided by the rear wheel arrangement 21 and passing through the rear turning axis B. In the example with three rear axles, the virtual axle C, crossing the virtual turning axis B, can be estimated to correspond with the central of the three consecutive axles.

In Fig. 2a the trailer 20, towed by tractor 10, is positioned in a suitable starting position for the loading procedure. This position is typically easy to reach by driving the tractor 10 forward along the tracks 41 on the terminal platform 40 to a position beside the tracks 41 and forward of railway wagon 30. From this starting position the tractor's 10 direction is turned to push the trailer 20 backwards whilst bringing the rear end 23 of the trailer 20 to move closer to the railway wagon 30 (only partly shown in Fig. 2 a), both longitudinally and sideways, with the virtual turning axis B roughly following the trajectory indicated by dashed line 3. This trajectory 3 may be described as S-shaped, whereby only the first part of this "S" is indicated in Fig. 2a. This is accomplished by turning the front 14 of the tractor 10 towards the tracks 41 and the rear 13 of the tractor 10 away from the tracks 41, which accordingly also brings the front end 24 of the trailer 20 away from the tracks 41 and the back end 23 of the trailer 20 closer to the tracks 41 during backwards motion of the tractor - trailer combination. In the example this means that the front wheels 11 (also shown in X-ray view) of the tractor 10 are turned left (steering wheel turned left and front of wheels pointing left) in a first step. Alternatively, a starting position (not shown) may be created by turning the tractor 10 to an angled position with the longitudinal axis G of tractor 10 angled slightly away from the longitudinal axis F of the trailer 20 in a forward direction towards the tracks 41, before starting the backwards trajectory. Such angled interrelation between tractor 10 and trailer 20 is also illustrated in Fig. 2b.

Fig 2b shows a next stage where the trailer 20 has an angled position in relation to the wagon 30 and is about to be pushed onto the railway wagon 30 at a central position along a first longitudinal side 32 of a longitudinal loading area 31 on the wagon 30. In this position the front wheels 11 of the tractor 10 have been turned to the right such that the tractor 10 follows the trailer 20 to reduce the relative angle between axis F and axis G as the trailer 20 and tractor 10 moves backward, towards a relative position where the tractor 10 will be aligned with the trailer 20

Fig. 2c illustrates the stage where the tractor 10 and trailer 20 have reached this aligned interrelated position, with the longitudinal axis F of the trailer 20 aligned with the longitudinal axis G of the tractor 10. Thus, the trailer 20 momentarily is pushed straight backwards onto the wagon 30 via the first longitudinal side 32 thereof. As the wheels 11 of the tractor 10 are still turned to the right, to move the tractor in a bow towards the tracks 41, the aligned position will in a next moment be shifted to an angle in the opposite direction between tractor 10 and trailer 20. In Fig. 2b and 2c, the continued intended trajectory 3 for the vertical turning axis B is indicated, completing the S-shape mentioned above.

In Fig. 2d the turned wheels 11 of the tractor 10 has already led to a considerable angular interrelation between the trailer 20 and the tractor 10. As the trailer 20 is pushed backwards, the tractor 10 becomes further angled in relation to the trailer 20, i.e. the axis G of the tractor 10 and the axis F of the trailer 20 turns with respect to each other around turning axis A to form a larger intermediate angle. In the interrelation illustrated in Fig. 2d, the motion of the tractor 10 leads to a rearward movement of the trailer 10 in parallel with a sideways movement at the front end 24 of the trailer 20. At the turning axis A, the trailer 20 is moved in the momentary direction of the tractor 10, whilst at axis B the trailer is moved backwards in line with the component of the tractor direction that is in line with axis F, whilst turning around axis B. When the angle between axis F and axis G is 45°, these two components are the same and with larger angles, the sideways movement of the front end is larger than the rearward movement of the trailer 20.

In Fig. 2e the rear portion 18 of the trailer 20 is almost in a transport position on the wagon 30, while the front end 24 of the trailer 20 is still sideways displaced in view of a second longitudinal side 33 of the wagon 30. The tractor 10 is now almost perpendicular in relation to the wagon 30 and the front end 24 of the trailer 20 does in this position move considerably more in transverse direction than the rear end 23 moves backwards.

The trailer 20 is during the movement illustrated from Fig. 2d to Fig. 2f turning considerably around its rear turning axis B. The turning is enabled by the wheels on different sides turning independently from each other with different radial turning in engagement between the perimeter of the wheels, i.e. the tires, and the top surface of the loading area 31.

In the position indicated in Fig. 2f, the trailer 20 is in its final parking position for transport. Thus, the sideways movement of the front portion 19 and the front end 24 of the trailer 20 is brought to stop and the trailer 20 is correctly positioned on the railway wagon 30 for transportation. When reaching the parking position, the front portion 19 of the trailer 20 is halted by a transversal support means 34, which is firmly mounted on the railway wagon 30 and is engaging with the side of the front portion 19 of the trailer 20. An indication that the trailer is in the parking position is at this stage provided do a driver by a counter force applied to tractor and trailer by the transversal support means 34. This will be explained more in detail in the below. In this position the trailer 20 is now made ready for being released from the tractor 10 and for being secured to the wagon 30 for transportation. This is typically initiated by lowering the stand 26 of the trailer 20 such that the trailer 20 rests on the stand 26 and the wheels 22, in particular to keep the front end 24 up when the tractor 10 is removed. Other means than the built-in stand 26 of the trailer 20 can also be used, as will be discussed below. When the trailer 20 is resting on the stand 26, the fifth wheel connection 14 can be released and the tractor 10 can be moved forward to be removed from the trailer 20.

Fig. 2g shows the tractor 10 in a position where it has been released from the trailer 20 which is resting on the loading area 31 of the wagon 30. In this position the railway wagon 30 and trailer 20 can now be put in a transportation state, wherein the trailer 20 is safely secured to the wagon 30. This can be made in different ways, as will be closer described below. Thereafter the wagon 30 is ready for transport, included in a train, to another terminal for the off-loading of the trailer 20. The tractor 10, with its fifth wheel coupling 12 released from the king pin 71 of the trailer 20, can now be removed and used elsewhere.

In the above, a loading method wherein the trailer 20 is brought to follow an S-shaped trajectory is illustrated. In particular, a method where the rear wheels of the trailer are brought to follow an S-shaped trajectory onto the railway wagon 30 has been described. It should be noted that the first steps of the loading procedure can also be performed by pushing the trailer 20 by the tractor 10 in a C-shaped trajectory (not illustrated) to a position where the rear wheels of the trailer are substantially loaded onto the railway wagon, and the angle between the longitudinal axis F of the trailer and the longitudinal axis of the railway wagon 30 is limited, i.e. a position similar to the position as indicated in Fig 2d. As such C-shaped trajectory, even though effective, demands additional sideways space on the platform 40, beside the railway tracks 41 and railway wagon 30, the above-described S- shaped trajectory is generally preferrable. In situations where the space available along the tracks 41 is more limited than the space sideways of the tracks 41, the C-shaped trajectory may be preferrable. It should however be noted that the actual loading procedure, also when preceded by a C-shaped trajectory of trailer 20 and tractor 10, is performed along a trajectory in a direction substantially parallel with the longitudinal direction K of the railway wagon 30.

It should also be noted that a core feature of the preferred method as described in the above is to first bring the tractor-trailer combination to a position where 1) the rear wheel arrangement 21 of the trailer 20 is substantially loaded onto the rear portion of the loading area 31 of the railway wagon 30 , 2) the angle between the longitudinal axis F of the trailer 20 and the longitudinal axis of the railway wagon 30 is limited, i.e. at least less than 45°, and 3) the tractor 10 is angled away from the trailer 20, i.e. an angle is formed between the longitudinal axis F of the trailer 20 and the longitudinal axis G of the tractor 10 and the tractor is positioned on the side of the longitudinal axis F of the trailer 20 that is facing away from the railway wagon 30 and the railway tracks 41 it is resting on. An example of such position is illustrated in Fig 2d. Thereafter the tractor 10 is maneuvered with its front portion 14 (i.e. the end turned away from the trailer) performing a bow-shaped trajectory to increase the angle between the longitudinal axis F of the trailer 20 and the longitudinal axis G of the tractor 10, thus increasingly moving the front portion 19 of the trailer 20 sideways toward the parking position on the railway wagon 30 and decreasingly moving the rear wheels 22 of the trailer 20 backward towards the parking position, until the trailer 20 is fully loaded onto the loading area 31 of the railway wagon 30. This second step is also coinciding with the steps schematically illustrated by Figs. 2e and 2f.

The final step of the preferred loading procedure may be described as starting from a position where the rear wheels of the trailer are positioned in the rear portion of the loading area on the railway wagon, preferably close to their final parking position, and the tractor is positioned with a large angle, larger than 45° and preferably close to 90° in relation to the trailer. From this position, the tractor 10 is moved substantially perpendicularly to the trailer, thus pushing the front portion 19 of the trailer 20 onto the front portion of the loading area 31 of the railway wagon 30, whilst keeping the rear wheels 21 of the trailer at substantially the same position on the railway wagon 30, turning around the virtual vertical turning axis B provided by the rear wheels 21 of the trailer 20. This movement of the tractor 10 may be performed substantially following an arch shaped trajectory of a circle with a radius substantially corresponding to the distance between the vertical turning axis A passing through the kingpin and the virtual vertical turning axis B provided by the rear wheels, whereof the final stage thereof is performed perpendicularly to the longitudinal axis K of the railway wagon 30. It is thus also possible to perform the final step of the loading procedure a starting point where the trailer has a quite substantial angle in relation to the railway wagon, provided the tractor is following the arch shaped trajectory. Given the added space needed sideways of the railway, this is however a less preferred execution of the inventive loading method. During the final step the turning of the trailer is achieved by the free rolling of the wheels in engagement with the top surface of the loading area, which provides surfaces that are in a fix longitudinal position during the movement. In the final step the sideways motion of the front portion 19 of the trailer 20 is, as explained, stopped based on an indication that the front portion 19 has reached the parking position. This indication is preferably achieved by a counter force provided by the transversal support means 34.

Although the loading method in the above has been described with reference to loading from a platform on one side of the railway wagon, it should be understood that the first step of the positioning on the platform, may in case there is a second platform 40 provided on the other side of the wagon 30 be exchanged for the tractor and trailer moving to a position similar to the positions indicated by Figs. 2b, 2c, or 2d, by first crossing the railway wagon 30 diagonally by forward driving, before finalizing the loading by performing said second step of the loading process by backward motion, as schematically indicated in Figs. 2d, 2e and 2f.

Intermodal off-loading procedure

To off-load the trailer 20 from the wagon 30, the process described above is in principle reversed, as will now be described, once again referring to Figs. 2a-g. Fig. 2g shows the position of a tractor 10 ready for connecting to a trailer 20 placed on a wagon 30. The tractor 10 is placed in a perpendicular position in relation to the trailer 20 and with the longitudinal axis G of the tractor 10 aligned with transversal axis D of the trailer and with the kingpin 71 of the trailer 20, such that the fifth wheel coupling 12 of the tractor will connect with the kingpin when the tractor 10 is reversed. To facilitate the positioning of the tractor 10 in relation to the trailer 20 it is preferred to use positioning assistance means, as will be described closer below. When the tractor 10 is moved backward toward the position where the fifth wheel 12 engages with the kingpin 71, i.e. the position as indicated in Fig. 2f, the trailer 20 is held in position during the coupling engagement by the transversal support means 34 on the wagon 30 contacting a trailer side support 25 to hold the front portion 19 of the trailer 20 and creating a counter force against the force applied by the tractor 10, during and after the connection of the mutual coupling means 70, 12. The trailer 20 must thereafter be released from the transportation state, in which it is safely connected to the wagon 30 for transport. This may either be performed before the connection of the tractor 10 to the trailer 20, i.e. as indicated in Fig. 2g, or after the connection between the tractor 10 and trailer 20, i.e. as indicated in Fig. 2f, before off-loading of the trailer 20. It is also possible to perform some activities to transform the trailer 20 and the railway wagon 30 to off-loading state before the coupling procedure and other activities after the coupling procedure. If the trailer 20 is connected to the wagon 30 via the kingpin, it is important to release the coupling to make the kingpin available for connecting with the 5 ^th wheel of the tractor 10. Other activities, such as releasing any blocking of the rear wheels of the trailer can be performed after the coupling procedure.

With the trailer 20 released from transportation state, the support stand 26 of the trailer 20 is raised, such that the trailer 20 is only carried by the tractor 10 in its front end 24 and resting on the loading area 31 of the wagon 30 with its wheels 22. From this position, with the trailer 20 safely connected to the tractor 10 and ready for being towed, the trailer 20 is now moved forward as indicated in figures 2e, d, c, b respectively. Thereafter the tractortrailer combination is ready to move to a next destination via road and the wagon 30 is ready to receive another trailer.

Intermodal transport method

When combining the method for loading a trailer 20 on a railway wagon 30 and the method for off-loading a trailer 20 from a railway wagon 30, with an intermediate train transport of the railway wagon 30, a transportation method according to the invention is achieved. With this transportation method, an intermediate train transport of a trailer 20, loaded by a first tractor 10 at a first railway terminal and picked up by a second tractor 10 at a second railway terminal, is accomplished with limited time consumption and limited demands on equipment and cost. Thus, an efficient transport process has been achieved "from tractor to tractor". The novel methods for loading and off-loading a trailer 20 have been achieved by focusing on precision driving instead of special costly equipment and structures.

By controlling the angle of the steered wheels 11 of a tractor 10 as well as the direction and speed of the driving wheels 9 of the tractor 10, the wheels 22 of the trailer 20 can be made to move along an S-shaped or C- shaped trajectory and be fitted onto a railway wagon 30 according to the loading method.

The tractor 10 described herein is a typical road tractor 10, suitable for hauling a trailer 20 on roads, which is typically equipped with driving wheels 9 in the rear, close to the trailer 20 when connected, and steered wheels 11 in the front 14 of the tractor 10, i.e. placed close to the end 14 of the tractor 10 facing away from the trailer 20. The invention is however also applicable to any type of terminal tractor, arranged to move trailers within a terminal, even though other wheel configurations may be available for such terminal tractors. A key feature according to the presently preferred embodiment of the invention as described above, to enable the loading of a trailer 20 onto a railway wagon 30 with limited length, is related to the disconnection and connection of the tractor 10 from the side of the trailer 20. Thus, the inventive loading and off-loading can be performed on a loading area 31 of a railway wagon 30 that is substantially similar in length and only slightly longer than the trailer 20.

Alternatively (not shown) the tractor 10 may also be connected and disconnected to the front portion 19 of the trailer 20 with another angle between the longitudinal axis F of the trailer 20 and the longitudinal axis G of the tractor. Such alternative angle may be. somewhere between the 90 ° angle indicated in Fig. 2g and a traditional connection position wherein the tractor and the trailer are aligned along a common longitudinal axis, i.e. 0°. It should however be noted that the smaller the angle between the axis F and the axis G, the larger demands will be put on the relative length of the loading area 31 of the railway wagon 30. Whichever angle is chosen, it is however important that the longitudinal axis G of the tractor 10 is aligned with the kingpin 71 of the trailer 20 during the connection procedure, such that the fifth wheel 12 of the tractor 10 can connect with the kingpin 71 of the trailer 20. A random angle between 0 and 90° may provide difficulties for a driver to identify and follow a trajectory where the fifth wheel 12 is aligned with the kingpin 71. It should in this case be noted that an angle of 45° is preferrable to other intermediate angles, because it provides symmetry and the same angle vs the trailer on both sides of the tractor and the corner between along the connection trajectory, thus opening for visual understanding of correct alignment between fifth wheel and kingpin during the connection procedure. The presently preferable method is however still that the tractor 10 is positioned for connection with the trailer 20 according to the perpendicular position shown in Fig. 2g.

Alternative variants of the method for intermodal loading and off-loading

A railway wagon is, according to a preferred embodiment of the invention, extendable between a prolonged loading/off-loading state, as indicated in Fig. 9b, and a contracted transportation state, as indicated in Fig. 9a. It should be recognized that the opportunity to transform the length of a railway wagon may be advantageous when using the loading and off-loading method described above to simplify the loading and off loading. According to this feature, the railway wagon is prolonged in a loading/off-loading state and contracted in a transportation state.

The railway wagon may also hold means or otherwise be arranged to adapt the loading height of the trailer when the tractor is disconnected, to provide for a lower transportation position of the trailer. The trailer is thus mainly loaded in a first loading position, whereafter it is lowered to a transportation position. Correspondingly, the trailer is raised from the transportation position to the loading/off loading position before a tractor is connected for the off loading of the trailer. Railway wagon for intermodal use

A railway wagon for transportation of a trailer and suitable for loading and off-loading of a trailer through the method according to the invention, will in the following be explained with reference to Figs. 3-8.

Fig. 3 illustrates an empty railway wagon 30 in loading state in a sideview. Figs. 6 -8 show in similar views a railway wagon 30 with a trailer 20 loaded thereupon in different states. Fig. 6 shows the railway wagon 30 in transportation state, with the trailer 20 secured on the railway wagon 30. Fig. 7 shows the railway wagon 30 in an intermediate state, for connection or disconnection of a trailer 20. Fig 8 shows the railway wagon 30 from the opposite side, with a tractor 10 connected to the trailer 20. The wagon 30 has conventional front wheels 47 mounted in a front bogie 51, and rear wheels 47 in a rear bogie 52. A longitudinal chassis 35 extends between the bogies 51, 52, to which it is mounted such that the chassis 35 is carried on railway tracks 41 by the wheels 47. The wagon 30 is also equipped with conventional connection means 53 in its ends, to be connected to other railway wagons or locomotives. Even though not illustrated, it should be understood that other wheel configurations are possible, such as only one pair of front wheels and one pair of rear wheels. A wagon according to the invention may for example also be configured with two chassis connected by an intermediate bogie at the ends facing one another, and end bogies in the ends facing away from each other.

In the following, the wagon 30 will, for clarity and ease of understanding, be described in relation to a front portion 55 and rear portion 56, which directions relate to the typical directions of a trailer 20 loaded onto the railway wagon 30. These directions have however nothing to do with the travel direction of the wagon 30 when moving on a railway.

The chassis 35 has a generally horizontal lower portion 54, which in its end has upward directed portions 57, 58 and upper horizonal end portions 59, 60, which each is supported on a respective wheel bogie 51, 52. By providing the chassis 35 with a lower portion 54, a lower loading area 31 is provided between the wheels for the loading of a trailer 20, than if the chassis 35 and its loading area would extend on a height above the wheels. This provides for advantages when loading a trailer 20, as the height of the terminal platform, i.e. the ground level beside the railway tracks 41, can be quite low in relation to the level of the tracks 41. A lower platform height also typically provides for lower construction costs. A lower trailer position also has advantages in relation to the loading gauge available on different railway sections, as larger trailers can be loaded, or alternatively otherwise unavailable railway sections can be used. Even though a low loading area 31 provides advantages, it should be understood that the invention is equally applicable on railway wagons with a higher loading area. According to a specific embodiment (not shown), the horizontal portion 54 may be adjustably connected in its ends to the upper horizontal portions 59, 60, such that the height of the loading area 31 over the tracks may be adjusted, preferably by a thereto connected drive means. Thereby the loading area 31 may be adjusted to various heights of the platforms for loading and may be put in an optimal transport height for transportation of a loaded trailer. The loading area may also have parts that are positioned at different heights or are height adjustable, such that a trailer loaded may be positioned in a lower transportation position after the tractor has bee removed after the loading procedure.

Fig. 4, representing an enlarged view along lines IV-IV in Fig. 3, illustrates from above an upper surface and loading area 31 of a railway wagon 30 according to the invention, arranged to receive a trailer 20 pushed backwards on to the wagon 30 from a first longitudinal side 32 of the wagon 30.

The upper area of the wagon chassis 35 comprises a horizontal loading area 31, adapted to carry a trailer 20 during transport on the wagon 30 and allowing for such trailer 20 to be pushed on to the loading area 31 during loading of the wagon 30 and for the trailer 20 to be pulled off the wagon 30 during off-loading. The loading area 31 stretches between a front end 45 and a rear end 46 and is provided on the upward facing side of the chassis 35. The loading area 31 comprises a wheel support area 36 positioned in a rear portion of the loading area 31. The wheel support area 36 comprises two elongated areas, a left wheel support 37 and a right wheel support 38, which are positioned along the longitudinal sides 32, 33 of the loading area 31 and are arranged to carry wheels 22 of a trailer 20 when loaded on the loading area 31 for transportation of the trailer 20. The loading area 31 further comprises a loading track 39 for receiving the wheels 22 of a trailer 20 during the horizontal loading and off-loading thereof. The loading track 39 extends between the wheel support area 36 and the first longitudinal side 32 of the loading area 31 in an area between the wheel support area 36 and the front end 45 of the loading area 31. Thus, the loading track 39 extends forward and sideways from the wheel support area 36 to provide for the loading of a trailer from the first longitudinal side 32 of the loading area 31.

The loading area 31 comprises further a front support means, generally indicated with 62, which is arranged to carry the front portion 19 of the trailer 20 during transport and during parts of the loading and off-loading procedures. The front support means 62 comprises a coupling means 61 and a trailer stand support 63.

The trailer stand support 63 is arranged in the loading area 31 between the front end 45 and the wheel support area 36 and is adapted to receive and carry a stand 26 of a trailer 20 when the trailer 20 is in a parking position loaded on the wagon 30. The trailer stand support 63 comprises two support areas along the sides 32, 33 and in front of the wheel support area 36, to provide rest and support for feet T1 of a trailer stand 26. In a specific embodiment, illustrated in Fig. 7, the two support areas 63 are height adjustable and connected to a drive means (not shown) to be positioned at different levels by the raising or lowering thereof, in particular above the level of the loading area 31. Thereby advantages in relation to the connection and disconnection of trailers to or from tractors may be achieved, as will be described further below.

A coupling means 61 is arranged on top of the horizontal front area 59 of the loading area 31 in the front portion of the wagon 30. The coupling means 61 is arranged to connect with the coupling means 70 of the trailer 20, and to fix the kingpin 71 in position while supporting the front end of the trailer 20 via the coupler plate 72. Thus, the coupling means 61 has a function similar to a simplified fifth wheel and secures, when connected, the front portion 19 of the trailer 20 in all directions.

Thus, the coupling means 61 is arranged to be shifted between an inactive position, wherein it does not interfere with the tractor's 10 or trailer's 20 trajectories, and an active position, wherein it is arranged to engage with the coupling means 70 of trailer 20 loaded on the railway wagon 30. The coupling means 61 of the railway wagon 30, is in Fig. 3, 7 and 8 shown in its inactive position and in Fig. 6 indicated in its active position. In Fig. 4, providing a schematic indication of the coupler means 61, the inactive position is indicated with firm lines and the active position is indicated with dash lines.

The coupling means 61 is, as schematically indicated, slidable between the inactive position and the active position. The coupling means 61 is in the inactive position fully positioned on the front horizontal end portion 59 of the loading area 31 to allow for a tractor 10 to be positioned below a loaded trailer 20 with its fifth wheel 12 connected to the trailer coupling or to allow for the tractor's 10 movement in transversal direction (re the trailer) on the loading area 31 before or after connecting with or disconnecting from the trailer 20. To reach the active position, when a trailer 20 is in a parking position on the railway wagon 30, the coupling means 61 is moved backward from the horizontal end portion 59 to engage with the coupling means 70 of the trailer 20, and to lock the kingpin 71. The coupling means 61 also has longitudinal lock means (not shown) to lock it in longitudinal position and it further includes a lower support leg 43 to transfer vertical loads from the front portion 19 of the trailer 20 to the chassis 35 of the wagon 30.

Any conventional coupling means is possible to use in connection with the invention if it can be positioned in an inactive position where it does not interfere with a tractor's loading or off-loading of a trailer and can positioned in an active position where it engages with the kingpin and holds the trailer during transport.

It should be understood that other solutions and resting positions are possible, such as lowering the coupler support into the loading area 31 during loading and off-loading or to provide it as a separate releasable structure that can be mounted or dismounted and placed at any suitable place until time to mount it in active position. In various embodiments, the coupling means 61 may be provided with a drive means (not shown) to be actuated to transition between active and inactive positions. It should also be understood that the wagon may be provided with other, complementing, or alternative, means to secure a trailer on the railway wagon during transport.

Physical positioning assistance means are arranged on the railway wagon 30, to physically assist in the positioning of a trailer and/or a tractor during the loading and off-loading procedures. These physical positioning assistance means are arranged to engage physically with a trailer and/or a tractor to prevent unpreferred positions and/or to facilitate preferred positions. The physical positioning assistance means comprise positioning assistance means for the trailer front portion, in the form of transversal support means and trailer front holding means, and positioning assistance means for the rear portion of the trailer in the form of mechanical guide means and transversal displacement means.

The wagon 30 has a transversal support means 34 positioned between the front end 45 and the trailer stand holder 63 along the second longitudinal side 33 of the wagon 30, i.e. the side of the wagon 30 opposite to the first longitudinal side 32. The transversal support means 34 provides an engagement area 42 that meets a corresponding side surface 25 on the trailer 20. The design of the transversal support means 34 is best understood from Fig 4. The main purpose of the transversal support means 34 is to provide a stop and buffer for the sideways movement of the front portion 19 of the trailer 20 during the final stages of the loading process, before disconnection of the tractor 10 from the trailer 20, and during the first stages of the off-loading process, during connection of tractor 10 to trailer 20 (c.f. Fig. 2f). The transversal support means 34 provides a counter force that is translated via the chassis of the trailer 20 and the connected coupling means 70 and 12 to the tractor 10. Thereby the transversal support means 34 clarifies to a driver loading a trailer 20, that the trailer 20 is placed in parking position, or to a driver that connects a tractor 10 to a parked trailer 20 that the tractor 10 is firmly connected to the trailer 20. The transversal support means 34 also acts as a safety means preventing the tractor 10 from pushing the trailer 20 past the parking position and outside the loading area 31 of the wagon 30. The transversal support means 34 comprises according to this exemplifying embodiment, a horizontal beam well fastened to the chassis 35 of the wagon 30, via two standing beams, which are fixed to the chassis in the front horizonal portion 59 of the railway wagon 30. The transversal support means 34 also has a buffer means 44 mounted on the horizontal beam and facing inwards towards the loading area 31 and the first longitudinal side 32 of the railway wagon 30 and providing the engagement area 42. The buffer means 44 has shock absorbing capacity and acts as a damper means, to secure a smooth application of a counter force when receiving the side of front portion 19 of the trailer 20, so as to avoid damages on trailer 20, tractor 10 or wagon 30. The buffer means 44 is preferably positioned at the same level as the lower outer end of the chassis 28 of the trailer 20, preferably engaging with a lower outer beam of the chassis 28 of the trailer 20. It is in this regard also preferable that the trailer 20 is equipped with a corresponding lateral engagement area 25, to receive the engagement area 42 of the buffer means 44 during the final phase of the loading maneuver of the trailer 20. The transversal support means 34 is preferably adjustable to a enable good engagement with trailers of different configurations and engagement area positions. This may be achieved by the horizonal beam being adjustably mounted to the standing beams, or in other suitable ways.

It should be noted that the transversal support means 34 may be placed at other positions along the length of the loading area 34, such as close to the trailer stand support 63, but that positions in the front portion are preferrable, as the forces may be assumed close to the source, the kingpin 71, and undue strain on the trailer 20 is avoided. It is in this regard preferable that the transversal support means 34 is arranged to interact with the trailer 20 at a position close to the transversal axis D passing through the king pin 71 of the trailer 20, where the force from the tractor 10 is applied to the trailer 20. It should also be understood that the transversal support means may be arranged for direct engagement of the tractor instead, thus halting the tractor/trailer combination in a good position. As tractor configurations may vary, it is beneficial to arrange the transversal support means for engagement with the trailer.

A trailer front holding means 69 is arranged on the front horizontal end portion 59 of the loading area 31 along the first longitudinal side 32 of the railway wagon 30. The front holding means 69 comprises a longitudinal beam member that is firmly hinged in its rear portion. The front holding means 69 can be transformed between a passive position, release position, and an active position, holding position. In the passive position it is resting on the horizontal end portion 59, as illustrated in Figs. 3, 4 and 6. In the active position, with is illustrated in Fig. 7, the front holding means 69 is swinged around the hinge to a backward and upward slanted position where it is arranged to engage with and hold the front portion 19 of a trailer 20 parked on the railway wagon 30. More precisely the trailer front holding means 69 is arranged to engage with the front portion of the side of the trailer 20 that is facing the platform 40. The engagement with the trailer 20, in particular directly or indirectly with the chassis 28, has the effect to hold the trailer 20 and to secure that the front portion 19 is not moved in a transversal direction towards the first longitudinal side 32 of the railway wagon 30 (towards the platform 40) during the forward movement of a tractor 10, transversal in relation to the trailer, when the tractor is disconnecting from the trailer 20. In this active position, the front holding means 69 relieves some of the transversal forces that would otherwise be assumed by the trailer stand 26 and the trailer stand support 63, in case any transversal loads, e.g. due to friction, are being transmitted between the fifth wheel 12 of the tractor 10 and the coupling means 70 on trailer 20. It should be recognized that various alternative positions and configurations of the trailer front holding means 69 are possible, to reach the effect of preventing sideways movement of the front portion 19 or the trailer 20 during a disconnection procedure. The trailer stand support may for example also be provided with means (not shown) to prevent sideways movement of the trailer stand. It should also be understood that the trailer front holding means 69 also may work as a transport securing means, securing that the front portion 19 of trailer 20 is kept in position sideways during subsequent railway transport.

As illustrated in Fig. 4, the loading area 31 further comprises physical positioning support means in the form of mechanical guide means 64 and transversal displacement means 65 adapted to support a correct positioning of a trailer 20 along a suitable trajectory during the loading procedure. The mechanical guide means 64 and the transversal displacement means 65 are both rear wheel positioning means, adapted to interact with and impact the position of the rear portion 18 of a trailer 20, through interaction with the wheels 22 in the rear thereof.

As visible in Figs. 4 and 5, the mechanical guide means 64 is provided by upright standing guides 64a and 64b, extending along the loading track 39 and arranged to engage with sides of the tyres of rear wheels 22 of a trailer 20. The mechanical guide means 64 are in the illustrated embodiment formed by thick steel sheet and may include different reinforcements. They preferably extend upwards ca 10-15 cm, in order to provide a safe guidance of the tyres, without undue friction.

The mechanical guide means 64 of the railway wagon 30, as illustrated in Figs. 4 and 5, comprises outside guide means 64a and inside guide means 64b, which are arranged to interact with respective sides of the outer wheels of a trailer 20, i.e. the right-side wheels facing the second longitudinal side 33. The outer guide means 64a does in particular extend in the area outside of the wheel support area 36 and along the outside (facing longitudinal side 33) of the loading track 39, thus outside a suitable loading trajectory for the rear wheels 22 of a trailer 20, in the area in front of the wheel support area 36. The outer mechanical guide means 64a extend in this embodiment to a position between the trailer stand support means 63 and the front of the trailer 20, as indicated in Fig. 4. The inside mechanical guide means 64b extend a shorter distance forward of the wheel support area 36 than the outer guide means 64a, to avoid interfering with the trajectory of the left side trailer wheels, i.e. the wheels facing away from the second longitudinal side 33 of the loading area 31.

The function of the mechanical guide means 64a, 64 b, is to prevent misalignment of the trailer 20, in particular the trailer wheels 22, during loading, and to act as a "funnel" securing fast, easy and safe loading. A particular safety function is to prevent the trailer 20 from moving outside of the second longitudinal side 33 of the loading area 31. The inside guide means 64 b stretches partly over a transversal displacement means 65, which will be discussed below.

It should be noted that also other configurations of the guide means 64 are possible, if they fulfil the effect of preventing misalignment from suitable trajectories, and in particular prevents the trailer 20 from rolling outside of, or from protruding dangerously outside of, the railway wagon 30, and prevents any accidents related to such misalignments. It is however preferrable that the mechanical guide means 64 is arranged to interact with the wheels 22 of the trailer 20, in particular with the sides of the tyres. It is preferable that at least the side of the loading track 39 closest to the second longitudinal side 33 of the loading area 31 is equipped with a guide means 64a to provide a fixed outer boundary of a trajectory. It is also possible to design the guide means 64 as a pure safety barrier, preventing dangers only upon dangerous misalignments, or to design the positioning means with an outer safety barrier which only engages to prevent danger and an inner guide that mainly facilitates the loading procedure along a preferred trajectory. In an alternative embodiment (not illustrated), the mechanical guide means may be equipped with friction reducing means, to reduce or eliminate friction between the mechanical guide means and the sides of the tyres. One solution for this would include vertical rotatable rollers integrated in the guide means.

As illustrated in Figs. 4 and 5, the wagon 30 also comprises a transversal displacement means 65, enabling frictionless or low friction sideways adjustments of the rear portion 18 of the trailer 20. The transversal displacement means 65 is in the illustrated embodiment provided by longitudinal shafts 66, with circular cross section. The shafts 66 extend in the longitudinal direction of the railway wagon 30 such that they have an upper portion of their periphery surface substantially coinciding with the level of the surrounding loading area 31. The shafts 66 are further rotatably mounted in the chassis 35 and supported by bearings (not shown). The shafts 66 are thus each adapted to be turned around their respective axis, such that an object positioned on top the transversal displacement means 65 can be moved sideways with limited force. Thereby an upwards facing and sideways movable engagement surface is created for engagement with the perimeter of the tyres of the trailer 20.

As can be seen from Fig.5, illustrating the guide means 64b as it extends above the transversal displacement means 65, the guide means 64 is, when extending above the transversal displacement means 65, secured to the chassis 35 by pillars. These pillars are positioned in between the shafts 66 and extend vertically between the guide means 64 and the chassis 35.

The shafts 66 extend in longitudinal direction preferably at least a distance coinciding with the length of the wheel arrangement 21 of the trailer 20 to provide best function. The larger the area of the displacement means 65, the better the effect. The larger portion of the tyre contact area that is carried by the transversal displacement means 65, the lower force is needed to displace the trailer 20 sideways. But is should be noted that the transversal displacement means 65 has a sideways friction lowering effect even when only parts of the tyre contact area is supported thereupon. The transversal displacement means 65 may alternatively also extend into the wheel support area 36.

The transversal displacement means 65 is preferably used together with the mechanical guide means 64a, 64b, whereby the friction-lowering effect of the transversal displacement means 65 provides for easy loading even when the mechanical guide means 64 a, 64 b forces the rear wheels 22 of the trailer 20 to move in a direction that is transversal in relation to the rolling direction of the wheels 22. Thus, even though the transversal displacement means, and the guide means each separately facilitate the loading, the combined effect of the two provides even more advantages.

The transversal displacement means 65 illustrated and described above is of passive type, and its function is to facilitate transversal adjustments of the rear wheels 22 of a trailer 20. According to an alternative embodiment, not illustrated, the transversal displacement means may be connected to a drive means and thus be able to act as an active transversal displacement means. Such an active displacement means is preferably connected to a sensor or measurement means indicating the sideways position of the trailer, such that corrections of any misalignments can be made by the active transversal displacement means as an answer to an input from said sensor or measurement means.

It should also be noted that a transversal displacement means may be provided also in other ways, such as by belts or a mat that on its upper side on one hand engages with the periphery of the tyres and on the other hand is easily movable sideways in relation to the surrounding loading area. Other low friction surface structures or means to lower the sideways friction of the wheels may also be considered as alternative solutions to provide a transversal displacement means.

In Fig. 13 an alternative embodiment of a mechanical rear wheel positioning means is illustrated. The wheel support area 36 is arranged on a separate, substantially rectangular turning plate 90, that is resting turnably or pivotably on the chassis 35 in the rear portion of the loading area 31. The upper surface of the turning plate 90, providing the wheel support area, is substantially positioned in the same horizontal level as the surrounding surface of the loading area 31. The turning plate 90 is further turnably, as indicated by arrow H, supported by a circular bearing structure 93, indicated by dash lines in an x-ray view. The bearing structure 93 is centered around a vertical turning axis 92, passing through the center of the turning plate 90, and is mounted firmly on the chassis 35. Mechanical guide means 91, like the previously described guide means 64, are arranged on longitudinal sides of the turning plate 90, along the sides of the wheel support area 36, to engage with sides of the tyres of a trailer 20 and guide the movement of the trailer 20. Preferably, the guide means 91 are positioned somewhat wider in between in the front end of the turning plate 90 and narrower in the rear end, to create a funnel form, simplifying the entry of the trailer wheels 22 during a loading process. The turning plate 90 is at least turnable or pivotable between an angled loading position, as indicated in firm lines, and a parking position wherein the wheel support area is aligned with the longitudinal axis K of the railway wagon 30 as indicated by dash lines.

A trailer 20 is, when loaded, onto the railway wagon 30 of Fig. 13 in accordance with the previously described preferred method illustrated in Figs 2a-g, approaching the turning plate 90 with an angle corresponding to the loading position of the turning plate 90. The entry of the wheels 22 onto the turning plate 90 is facilitated by the widened opening provided by the guide means 91. In the first phase of the loading procedure, as indicated in Figs. 2a-d, the rear wheels 22 of the trailer 20 are moved along a trajectory to, at least partly, rest on the wheel support 36 of the turning plate 90. During the second phase of the loading, see Figs. 2d-f, the wheels 22 move only a short distance in the longitudinal direction of the trailer 20, and are increasingly turned around the turning axis 92 of the turning plate 90, until the parking position is reached. It should be noted that the wheels of the trailer are allowed to move backwards during the whole loading procedure to enable loading in one and the same movement without disconnection of the trailer during the process.

It should be understood that the alternative, mechanical rear wheel positioning embodiment illustrated in Fig. 13, also in different ways may be combined with different embodiments of guide means 64 and transversal displacement means 65, previously described with reference to Figs. 4 and 5. The alternative embodiment of Fig. 13 may also in different ways be provided as a passive or active positioning assistance means.

Figs. 3-8 also illustrates means of a connected informative positioning assistance system, in the form of a position measurement means 67 and a communication unit 68. The position measurement means, provided by a position measurement arrangement, in the form of a trailer position sensor arrangement, generally indicated by 67, comprises two position measurement devices in the form of two trailer position sensors 67a and 67b. The trailer position sensors 67a and 67b are provided as sensors each mounted integrally in a respective pole. The poles with the trailer position sensors 67a and 67b are positioned in the outside corners of the rear end 46 of the loading area 31, with one sensor 67a along the first longitudinal side 32 and the other sensor 67b along the second longitudinal side 33. A communication unit 68 is mounted on one of the poles carrying a sensor. By providing the sensors 67a and 67b as integrated parts of poles, a protected mounting can be achieved, at the same time as the sensors can function from a higher position, thus avoiding some shadowing risk. The function and use of the trailer position sensor arrangement 67 and the communication unit 68 will be described more in detail below in relation to a description of a connected informative positioning assistance system according to a preferred embodiment of the invention. The communication unit 68 may be used to establish communication connection between the railway wagon 30 and other means or vehicles. Even though the communication unit 68 forms part of the connected informative positioning assistance system, it may also be used to connect with other means of the railway wagon 30 for remote control thereof. Such remote control of other means may for example include remote control of a height adjustable trailer stand support 63, a coupling means 61, a trailer front holding means 69 or active transversal displacement means 65, as described above, or other means such as means to secure a trailer 10 on the railway wagon 30. It should be understood that the trailer position sensor arrangement 67 and the communication unit 68 can be positioned differently than described above, e.g. be provided directly on the loading area in the rear of the railway wagon 30.

Now turning to the schematic drawings of Figs. 9a-b, indicating the outline and general principles of a specific embodiment of the railway wagon 30 which has adjustable length to provide a longer loading area 31 for loading and off-loading of a trailer 20, and a shorter loading area 31 for efficient transport of trailers 20 on a railway. Thus, the railway wagon 30 can be set in a loading state, wherein the loading area 31 has an extended length to facilitate the loading of a trailer 20, and a transportation state, wherein the railway wagon 30 and the loading area 31 are shorter to provide for shorter trains.

A length adjustment means (not shown) is connected to a front chassis 35a and to the rear chassis 35b, such that the length of the railway wagon 30 can be adjusted during transformation between the loading/off-loading state and the transportation state. The length adjustment means comprises a drive means (also not shown) arranged to move the front chassis part 35a and the rear chassis part 35b - and thus also the front and rear wheel sets - in a direction towards each other to transform the wagon 30 to the transportation state (illustrated in Fig. 9b), or in a direction away from each other, to transform the wagon 30 to the loading state (illustrated in Fig. 9a).

A front loading area 31a is arranged to slide in under a rear loading area 31b, during the transformation from the loading/off-loading position (Fig. 9 b) and the transportation position (Fig. 9a). Thus, the trailer 20 can be parked on the rear loading area 31b, whereby the front loading area 31a will slide in under the rear loading area 31b, during the transformation from loading/off-loading state to transportation state.

It can be readily understood that the principles of a length adjustable wagon 30, as illustrated in Fig. 9a, advantageously also can be applied to a wagon structure as illustrated in Figs. 3-7, and to the loading and off-loading methods described above with reference to Figs 2a-g, wherein the tractor 10 is moved to an angled position in relation to the trailer 20 before being disconnected from or connected to the trailer 20. The benefit of a longer loading state and a shorter transportation state may be very valuable, as it in particular may simplify the loading procedure by providing more room for the maneuvering of the trailertractor combination, whilst opening for shortest possible wagon length.

When applying the length adjustability to a wagon 30 as indicated in Figs. 4-7, a rear loading area should extend from the rear end of the wagon 30 to a position in front of the trailer stand support areas 63. It is in particular preferable that the coupler means 61 is positioned in the front loading area, such that the front end of the rear loading area is positioned somewhere between the coupler means 61 and the trailer stand support areas 63. Thus, the coupler means 61 would be carried by a front part of the chassis 35 and the wheel support area 36 and the trailer stand areas 63 would be carried by a rear part of the chassis 35. Thereby, length transformation of the railway wagon can be combined with a connection operation between the coupler means 61 and the coupling means 70 of a loaded trailer 20, such that the coupler means 61 is engaged with the coupling means 70 of the trailer 20 via contraction of the wagon 30 and likewise disengaged through prolongation of the railway wagon 30.

Trailer for intermodal use

In the following, details of a cargo carrier in the form of a semi-trailer suitable for performing the loading and off-loading process according to the invention will be explained. A preferred embodiment of a trailer 20, a coupler means 70 and related details, in accordance with the invention, will now be closer described, with reference to Figs. 1, 2g, 10, 11 and 27. Fig. 1 illustrates, as previously discussed, a trailer 20 connected to a tractor 10. Fig. 10 is a view along lines X-X in Fig. 1 and shows a trailer 20 from below, i.e. illustrates the lower surface of the trailer 20, and highlights in particular a front and coupling area of a trailer 20 according to the invention. Fig. 11 is a cross section of a trailer 20 along lines XI-XI in Fig. 10, with enlargements A and B to further clarify specific details. Reference will below also be made to Fig. 2g indicating a position and means of a tractor 10 ready to connect with a trailer 20. Like trailers according to prior art, as indicated in fig 1, the trailer 20 has a chassis 28 connected to a rear wheel arrangement 21 with a set of rear wheels 22, and a trailer stand 26 with feet 27. As illustrated in Figs. 10 and 11, the chassis 28 comprises two longitudinal beams 78, connected to transversal beams 79. The beams 78, 79 together hold up a bottom plate 80 of a cargo bed 81. Side plates 82, connected to ends of the transversal beams 79, cover longitudinal sides 89 of the chassis 28. A wheel arrangement 21, comprising wheels 22 on axles 83, is connected to the rear part of the chassis 28 in the rear portion 18 of the trailer 20. The trailer stand (landing gear) 26 with feet 27 is mounted on the chassis 28 at a position between the wheels and the front end 24 of the trailer 20. A side underrun protection device 84, connected to the chassis 28, is placed along each longitudinal side, between the stand 26 and the wheel arrangement 21. A side support area 25 is indicated in Fig. 10. As previously described this side support area 25 is arranged to interact with the transversal support means 34 of the railway wagon 30, to stop the sideways motion of the front portion 19 of the trailer 20 during the last phase of the loading of a trailer 20 onto the railway wagon 30. The side support area 25 is connected with the chassis 28 to transfer side forces to the coupler means 70 and in particular the kingpin 70, which will be described below. The side support area 25 is in this embodiment directly connected to a front transversal beam 70, thus providing this force transferring capability.

The trailer 20 further comprises a coupling means 70 firmly attached to the chassis 28 for connection with a fifth wheel of a tractor 10. The coupling means 70 comprises a downward facing coupler plate 72 laterally surrounding a kingpin 71, which extends downwards from the coupler plate 72. The coupler plate 72 is part of a coupler box 85 which is strongly fixed to the chassis 28 by bolts (not shown). The coupler plate 72 has a downwards facing substantially circular sliding surface 86 and holds the kingpin 71 firmly by bolts. As can also be understood from Figs. 2g and T1 , the coupling means 70 is arranged to connect with, and rest on, a fifth wheel coupling 12 of a tractor 10, by the kingpin 71 being locked into the fifth wheel coupling 12 and the coupler plate 72 resting slidingly (turnably) on an upper plate 96 of the fifth wheel coupling 12. Other structures securing a strong fixed mounting of coupler plate 72 and kingpin 71 to the lower side of a trailer 20, such as by welding, can also be considered.

As apparent from Fig. 10, the coupling means 70 further comprises a front engagement plate 73 extending forward from the coupler plate 72 and providing a front engagement area 87, thus extending forward from the coupler plate's 72 sliding area 86 in a common geometric plane. This common plane extends typically substantially horizontally when the trailer 20 is parked and standing on the stand 26 on a substantially horizontal surface ready to be connected to ta tractor. The front engagement plate 73 is arranged to engage slidingly with the upper surface 95 of a fifth wheel 12 during the process to connect or disconnect a tractor 10 with or from the trailer 20, such that the upper surface 95 of the fifth wheel 12 slides against the front engagement area 87 along the longitudinal direction F of the trailer 20. The front engagement plate 73 further comprises a slightly upward angled and slightly forward -fa ci ng reception area 74. The reception area 74 is arranged in the front end of the front engagement plate 73 to receive a fifth wheel 12 smoothly, to control the uppermost portion thereof and to direct it further to the front engagement area 87 during connection of the trailer 20 to secure a smooth connection process and limited wear on the fifth wheel 12 and on the coupling means 70.

The front engagement area 87 forms, together with the coupler plate 72, the lowest area forward of the kingpin 71 along the longitudinal direction F of the trailer 20. The engagement plate 73 is in this embodiment joined with the coupler plate 72 to form one continuous unit providing a continuous surface extending forward from the kingpin 71. Alternatively, the engagement plate 73 may be a separate unit attached to the chassis of the trailer to form a continuous downwards facing surface together with the coupler plate 72. The engagement plate 73 may be quite short, or it may extend all the way to the front end 24 of the trailer 20. The later configuration has advantages as the loading area 81 of the trailer 20 thereby can be placed as low as possible. With shorter engagement plates 73, a free space needs to be provided above the horizontal line extending forward from the sliding surface 86 of the coupler plate 72 to allow the upper plate 96 of the fifth wheel 12 to pass under the lower surface of the trailer 20 for connection and disconnection, as the upper plate 96 of a fifth wheel 12 often may be slightly inclined with its end facing backwards, towards the trailer 20, pointing slightly down and with its end facing forward toward the tractor 10 pointing slightly upwards, when not connected or pushed down.

The details of the coupling means 70 explained above are essentially in line with typical prior art. The coupling means 70 according to the preferred embodiment of the invention, as depicted in Fig 10 and 11, comprise additionally two inventive side engagement plates 75, extending sideways outwards from the coupler plate 72 and providing sideways extending, side engagement areas 88 facing down in substantially the same geometric plane as the sliding surface 86 provided by the coupler plate 72. Similarly to the front engagement plate 73, these side engagement plates 75 and sideways extending engagement areas 88, extend to the outside of the trailer 20 and have sideways directed reception areas 76, extending slightly upward and facing outwards to the sides of the trailer 20, for the reception of a fifth wheel 12 of a tractor 10 being connected or disconnected via the side of the trailer 20. It is preferred that a softly curved surface, adjoining with the engagement area 88, is provided by the reception area 76. Thereby sideways sliding paths for receiving the upper plate 96 of a fifth wheel 12 slidingly for connection or disconnection with of the trailer's 20 king pin 71 are provided. Thus, the position of an upper plate 96 of the fifth wheel coupling 12 of the tractor 10 is controlled to avoid hindering engagement with any parts along the movement trajectory under the lower surface of the loading bed 81 of the trailer 20. This is in accordance with the illustrated embodiment achieved by providing a sliding path on the lower surface along the movement path, whereby the upper plate of the fifth wheel 12, if engaging, is engaging slidingly and typically in horizontal position with the sliding path. Thanks to these sliding paths, sideways coupling of a trailer 20 by a rearward approaching tractor 10, as well as correspondingly sideways disconnection of a forward moving tractor 10, is facilitated. Thanks to the inclined reception areas 76, a smooth connection and limited wear is accomplished.

Thereby a second connection direction is provided along the trailers 20 transversal axis D, in addition to the ordinary connection direction along the longitudinal axis F of the trailer 20. This ability facilitates the highly effective loading and off-loading methods according to the invention and provides for a new and inventive way to maneuver trailers 20 within limited spaces and to disconnect and connect a tractor 10 to a trailer 20, without the need for substantial space in front of the trailer 20. The second direction is as indicated in Fig. 10, preferably perpendicular in relation to the longitudinal axis F of the trailer 20. Thereby the space saving ability and the ability to push the trailer onto a rectangular space that is limited in length, is maximized. Additionally, the perpendicular connection provides for easier connection and for easier positioning of at tractor 10, regarding both position and direction, among others as the front end of the trailer 20 provides a relevant reference point and direction. In alternative, less preferred embodiments of the invention, the second direction may be provided along another angle. It is however still preferable that this angle is between 45 and 135 degrees in relation to the longitudinal axis of the trailer.

As apparent from Fig. 11, each of the side engagement areas 88, provided by the side engagement plates 75, form together with the sliding surface 86 of the coupler plate 72 the lowest area between the kingpin 71 and the respective longitudinal side 85 of the trailer 20. The side engagement areas 88 stretch perpendicularly from the longitudinal axis F of the trailer 20, as visible in Fig. 10. Each of the side engagement plates 75 are in this embodiment joined with the coupler plate 72 through a welding 89 to form one continuous unit providing a continuous surface extending sideways from the kingpin 71. The side engagement plates 75 are further fastened to the bottom of the trailer chassis 28 by bolts, not shown. Alternatively, the engagement plates 75 may be separate units attached to the chassis 28 of the trailer 20 to form a continuous downwards facing surface together with the coupler plate 72. The engagement plates 75 may alternatively (not illustrated) also be quite short, in essence so short as to only provide a short reception area 76 sideways of the coupler plate 72. It is however preferred to have engagement plates 75 stretching all the way to the longitudinal sides of the trailer 20, to allow for the bottom of the chassis 28 to be as low as possible and allowing for lowest possible cargo bed 81, to allow maximum loading capacity. If the engagement plates 75 do not extend all the way to the sides 82, it is important that a free space (not illustrated) is provided above the horizontal line in the sideways connection direction, along transversal axis D, to allow the upper coupler plate of a fifth wheel 12 to pass freely under the downward facing, lower surface of the trailer 20.

Although the preferred embodiment provides a continuous surface from the trailer side 85 to the kingpin 71, the most important effect is to control the upper plate 96 of the fifth wheel 12 and thus to provide a good sliding path for the fifth wheel 12, approaching or leaving the coupler plate 72 and kingpin 71 in a substantially horizontal direction, i.e. following the ground level when the trailer 20 is parked and resting on the stand 26 on a substantially horizontal surface. This horizontal direction substantially coincides with the plane of the coupler plate 72. This may for example also be achieved with an alternative embodiment (not illustrated) where the side engagement areas are positioned slightly higher than the sliding surface 86 of the coupler plate 72, whereby an inner reception area is provided between the coupler plate and each engagement plate to facilitate the path of the fifth wheel to and from the coupler plate during connection or disconnection of the coupling.

According to another alternative embodiment (not illustrated), a trailer 20 may be equipped with only one side engagement plate 75, which facilitates the sideways connection of a tractor from one side. According to another alternative embodiment (also not shown), the side engagement plates 75 may stretch in other directions from the kingpin, such as for example 45 degrees from the longitudinal axis F of the trailer 20, providing for a coupling procedure along this direction.

According to a further specific embodiment (also not illustrated), a separate side engagement plate 75 is provided as a retrofit part and arranged to be mounted onto the lower side of a trailer 20, preferably to the trailer chassis 28, with the help of suitable fastening and positioning means. Thereby, a traditional trailer in accordance with prior art can be transformed to a trailer according to the invention and thus become highly suitable for use with the method and system according to the invention, at limited cost.

According to another specific embodiment (also not illustrated) a removable side engagement plate 75 is arranged for temporary application on the lower side of a trailer 20. Such plate 75 may be arranged to be temporarily mounted with suitable holding means onto the lower side of a trailer 20, preferably to the chassis 28, between a coupling plate and the side of the trailer 20. Thereby an easy sideways sliding path for a fifth wheel 12 of a tractor 10 as described above is provided. With such a removable side engagement plate, trailers not specifically arranged for sideways connection can be transformed to facilitate sideways connections at a terminal for loading or off-loading of the trailer in accordance with the inventive method.

Referring to Fig. T1 together with Figs. 2g, 2f and 11, a specific use of a fifth wheel coupling 12 will now be explained, which embodiment provides an alternative solution to the problem of moving the fifth wheel 12 to engagement or from engagement with the coupling means 70 of the trailer 20, without interfering with any structural details of the lower surface of the trailer bed 81 along the sideways trajectory between the outside of the trailer 20 and the coupling means 70 during a connection or disconnection operation.

This alternative solution is based on the use of a fifth wheel embodiment 12 whereof the fifth wheel 12 has a base 97 that is mounted on a tractor chassis such as to provide for an adjustability in height, and which has an upper plate 96 provided with an angle control. The upper plate 96 has a front end 98, pointing in the forward direction of the tractor, a rear end 99, pointing backwards, and an upper surface 95. As is indicated in Fig. T1 , the base 97 is adjustable up and down along the arrow J, by the base 97 being mounted on the tractor such as to provide for adjustability in height. The upper plate 96 of the fifth wheel 12 is typically also adjustable in angle, as indicated by arrow I, so as to compensate for angular variations between tractor and trailer during road transport. In a resting position, when not connected, the upper plate 96 may typically either be arranged to have a horizonal position, or it may have slight inclination downward-backward, as illustrated in Fig. T1 , which facilitates insertion under a trailer 20 along its longitudinal axis during a standard coupling procedure. The fifth wheel embodiment according to the inventive solution, is either arranged to have a horizontal resting position, or has means to adjust the inclination of the upper plate 96 in its resting position. Thereby the upper position (the highest position) provided by the fifth wheel coupling 12 can be minimized by the upper plate 96 being in a horizonal position, either by this being the natural resting position or by being adjusted to assume this horizontal position. It may also be possible to set the upper plate in a minor inclination, either downward - forward, or downward - backward. Even though such minor inclination may provide for higher risk of engagement with the lower surface of the trailer, it may also limit the consequences of a coincidental engagement by securing that such undesirable engagement occurs with the upper side 95 and not with the front end 98 or the rear end 99. The fifth wheel coupling 12 or the tractor 10 may optionally also be equipped with or connected to a sensor means (not illustrated), able to identify any parts of the lower part of the trailer 20 protruding along the coupling direction (here transversal axis D).

Thus the alternative inventive coupling method includes positioning the upper plate 96 of the fifth wheel 12, by adjustment (I) of the angle of the upper plate 96 and by adjustment (J) of the height of the base 97, to slide under the lower side of the trailer 20 without hindering engagement with any protruding parts of the trailer 20, during a sideways motion from the side of the trailer to the coupling means 70 of the trailer 20, and to position the upper plate 96 comes into sliding engagement with the coupler plate 72 of the coupling means 70, when reaching the coupling means 70, and thereby finishing the coupling procedure by moving the tractor and the fifth wheel to connect with the kingpin 70 of the coupling means 70.

Similarly, the disconnection procedure involves releasing the fifth wheel 12 from the kingpin 71 and moving it by sliding motion from engagement therewith. Thereafter the angle of the upper plate 96 of the fifth wheel 12 and the horizontal position of the base 97 of the fifth wheel are both controlled (arrows I and J) such that no part 96 of the fifth wheel 12 hooks into or engages firmly with any protruding part of the lower surface of the trailer 20 during the sideways movement from the coupling means 70 of the trailer 20 to the outside of the trailer 20.

This control of the fifth wheel coupling 12, can be achieved with the side engagement area 88 and the side reception area 76 engaging slidingly and with limited friction with the upper plate 96 of the fifth wheel coupling 12 during the passage below the trailer 20, as discussed above. It may alternatively also be achieved solely by controlling the upper position of the fifth wheel coupling 12, as provided by the upper plate 96, by adjusting the angle of the upper plate 96, along arrow I, and/or adjusting the height of the fifth wheel base 97, along arrow J, during the movement of the fifth wheel 12 under the trailer 20, between the side of the trailer 20 and the coupling means 70 of the trailer, as a response to the lowest position under the trailer 20 along the movement trajectory, here D. The lowest position may either be visually observed, or it may be identified by a sensor during the movement of the fifth wheel coupling under the trailer, or it may even be identified and recorded as a specific coupling condition related to the trailer, i.e. a known and well defined condition. Based thereupon the fifth wheel may be adjusted in height during the connection or disconnection movement.

The means for adjusting the angle of the upper plate 96, in accordance with arrow I, may be manual or it may be a drive means for remote control of said angle. The means for adjusting the height of the base 97, in accordance with arrow J, may be a means acting between the chassis of the tractor 10 and the fifth wheel coupling 12, and/or it may be provided by the raising or lowering of the tractor chassis, e.g. via the suspension system of the tractor 10.

Of particular advantage during the disconnection is the ability to control the angle of the upper plate 96, to avoid having its front end 98 (the end pointing forward in the direction of the tractor) raised, when not connected, which during disconnection involves a high risk of damaging engagement with parts of the lower surface of the trailer 20.

With a fifth wheel embodiment as mentioned above and with the method explained above, it is possible to arrange for sideways connection and/or disconnection of a tractor to and/or from a trailer even without the arrangement of side engagement plates 75, as described above.

Positioning assistance system for intermodal use

In the following, a preferred embodiment of a positioning assistance system, and means included in such system will be closer described with reference to Figs. 1, 4- 8, 12, 14, 15 & 26.

Although the precision driving based loading and off-loading methods according to the invention can be practiced without specific additional positioning assistance, it is advantageous to assist the precision driving by positioning assistance means. Thereby high safety and fast loading and off-load can be achieved, whilst lowering the requirements put on a driver.

Reference is now in particular made to Fig. 26, providing an overview of various components and sub-systems of a positioning assistance system 100 according to a preferred embodiment of the invention. Two general principles are available to assist the positioning of the trailer 20, informative positioning assistance and physical positioning assistance. Informative positioning assistance means, forming parts of an informative positioning assistance system 198, provide useful information, such as information on positions, suitable trajectories, or even next actions, that supports decision making on driving decisions, in particular decisions on how to turn a steering wheel and/or how to control the angle of the front wheels of the tractor in different situations, but also on how to control the direction and speed of the tractor 10. Physical positioning assistance means, forming parts of a physical positioning assistance system 197, may physically interact with the trailer 20 or the tractor 10 in order to guide it along a suitable trajectory or to prevent unwanted movements or positions. Physical positioning assistance means of the physical positioning assistance system 197 may also be used to allow for lower precision or to compensate for mistakes or minor deviations from an ideal or otherwise intended trajectory or position.

In the above description of a railway wagon 30 according to a preferred embodiment of the invention, with reference to Figs. 4-7, a closer presentation of the physical positioning assistance means of the physical positioning assistance system 197 has been made. The means of the physical positioning assistance system 197 may according to a presently preferred split be categorized in a front physical positioning assistance system 175, including means for interaction with the front portion of the trailer 20, and a rear physical positioning system 176, including means for interacting with the rear portion of the trailer 20.

The front physical positioning assistance system 175, typically has means for, direct or indirect, sideways interaction with the trailer to prevent sideways movement in unwanted directions at certain situations. According to the preferred embodiment, said means typically comprise the already described transversal support means 34 and the trailer front holding means 69.

The rear physical positioning assistance system 176, typically has means for mechanically guiding or for facilitating transversal displacement. According to the preferred embodiment said means typically include the already described the mechanical guide means 64 and the transversal displacement means 65, and also the turning plate 90 combining the transversal positioning and the mechanical guiding effects.

Further physical positioning assistance means may also be considered. A transversal tractor wheel stop (not illustrated) means may be arranged in the front portion of the loading area 31, close to the second longitudinal side 33, to stop the rear wheels 9 of a tractor 10 and to prevent the tractor 10 to move outside of the second longitudinal side 33 of the wagon 30. Such a wheel stop means may also be used to indicate to a driver that an end position has been reached during the procedure to connect or disconnect a trailer 20 to or from the tractor 10. Trailer wheel stop means (also not illustrated) may similarly be arranged in the rear end of the wheel support areas 36 to provide a stop and indication of end position for the backward movement of the trailer 20. The informative positioning assistance system typically has means of two basic types, visual informative positioning assistance means, forming a visual informative positioning assistance system 177, and connected informative positioning assistance means, forming a connected informative positioning assistance system 180. Visual informative positioning assistance means are arranged to provide visual indications, to which a driver may relate when performing a loading or off-loading procedure, to understand whether a suitable trajectory is followed or if a suitable direction is pursued.

The visual informative positioning assistance system may according to the preferred embodiment comprise means a on ground and means on trailer.

One embodiment of visual informative positioning support means on ground can be presented by indications of suitable wheel trajectories painted or otherwise applied on the platform 40 beside the railway wagon 30, or even directly on the railway wagon 30 itself. Fig. 12 indicates schematically and exemplifying different suitable trajectories for different wheels during a loading procedure. The trajectory for the rear wheels 22 of the trailer 20 are indicated with longer dash lines 5, the trajectory for rear wheels 9 of the tractor 10 is indicated with shorter dash lines 6, whereas the trajectory for the front wheels 11 of the tractor 10 is indicated with dotted lines 7. Such visual indications guide and make it easier for a driver to position the trailer 20 and the tractor 10 effectively during a loading procedure. It is preferable that the different trajectories are indicated on the platform and/or the railway wagon with different distinguishable shapes or colors, to avoid confusion.

Visual informative positioning assistance means may also be provided on the platform 40 for the approach of a tractor 10 to a trailer 20 to connect sideways with the trailer 20, as is indicated by dot-dash lines 8 in Fig. 12.

When using visual indication on the platform beside the railway tracks and beside a railway wagon positioned on the tracks, is it beneficial to also provide indications of the railway wagon position 173. In a first situation, such indications serve to inform about a correct position and to secure that a railway wagon is correctly positioned in relation to the other informative positioning assistance means. In a second situation, such indications provide an opportunity for a tractor driver to get a confirmation that the railway wagon 30 is correctly positioned and that the informative positioning assistance means provided on the platform can be trusted and relied upon. Solid line marks 4, along the edge of the platform 40 facing the railway tracks 41 at wagon end points, mark a railway wagon position 173 relevant for trajectories 5,6,7 and 8. It should be understood that the various dashed or dotted lines 5-8 in Fig. 12 are only intended to visualize the various trajectories, and that other executions, such as wider indications adapted to the width of different wheels, may be suitable when implementing such visual indications on a platform 40 and/or a railway wagon 30. According to another embodiment, which is schematically illustrated in Figs. 1, 6 and 7, visual informative positioning means are provided on the side of a trailer 20, to facilitate for a tractor 10 moving backwards, to align the fifth wheel coupling 12 of the tractor 10 with the kingpin 71 of the trailer 20. Vertical line indications 17 are provided on the side of the trailer in the front portion, at equal distance from the perpendicular axis D (perpendicular in relation to the longitudinal axis F of the trailer 20) passing through the kingpin 71. When a tractor approaches the trailer side backwards, a driver may see the indications 17 in the rearview mirrors of the tractor 10 and may thereby be assisted in aligning the tractor 10 and its coupling means 12 correctly with the coupling means 70 of the trailer 20. By connecting the tractor 10 perpendicularly with the trailer 20, the parallel alignment with the front of the trailer 20 may also be used to secure a perpendicular approach to the trailer 20, and specific protruding aim means (not shown) may be provided on the front corners of the trailer for visual indication of such alignment via the rearview mirror, e.g. via an extra outer rearview mirror.

As indicated earlier, the inventive method also provides for connection and disconnection of trailer 20 and tractor 10 with other angles than the preferred 90°. If other angles are applied, the position and embodiment of visual informative positioning assistance means will also need to be adjusted accordingly. It is in this alternative context preferred that such alternative angle is 45° in relation to the longitudinal axis F of the trailer 20, as this angle provides for a symmetric approach to the trailer 20 and symmetric arrangement of such alternative informative positioning assistance means on the side and front walls of the trailer 20 (not illustrated). Of course, also visual indications on the platform may in such case be provided with a 45° angle to facilitate the connection procedure. It should in this context however be emphasized that a 90° angle is preferrable, both in relation to ease of connecting and in relation to the loading area length needed on the railway wagon 30.

In the following a connected informative positioning assistance system 180 according to a presently preferred embodiment of the invention, as well as connected informative positioning assistance means included in such system, will be closer described with reference to Figs. 12, 14 and 15.

An overview of components of the system will first be provided with reference to Fig. 15. In Fig. 15, connected informative positioning assistance means of a presently preferred embodiment of a connected informative positioning assistance system 180 are schematically indicated. A data processing unit in the form of a computer 190 is connected to an external data storage unit 191 and a presentation screen 192. The computer 190 is arranged on the tractor 10 and further connected to a trailer position measurement system 188, comprising interacting distance measurement means 67 and 181, and to a tractor position measurement means 189, comprising wheel angle measurement means 185, tractor-trailer angle measurement means 186 and tractor distance and alignment measurement means 187. The trailer position measurement system 188 is connected to the computer 190 via a wireless connection 193 provided by the previously described communication unit 68 on the railway wagon 30, and a communication unit (not illustrated) onboard the tractor 10. The communication unit 68 may be adapted for mobile communication or for communication directly with a tractor, or it may be connected to a network provided by the train it is included in or even via a network belonging to the Terminal/platform. The tractor position measurement means 189 is connected to the computer via wire connection 194. The computer 190 is connected to the data storage unit 191 via wireless connection 195. The presentation means 192 may include a screen on a smart phone, tablet, computer, on a dashboard inside a tractor, or other suitable arrangement. The presentation means 192 is connected with the computer 190 via connection 196, which can be a wired connection in the case the display means 192 is mounted in the tractor, or a wireless connection in case the display means 192 is a mobile display such as a tablet or smart phone. Other connection alternatives as the ones just mentioned may be available, important is mainly that the different parts of the system are connected.

In the below, the positioning assistance system will be closer described. It should however also be understood that when a communication connection is established between the tractor and the railway wagon, via communication module 68, an input means, such as provided in combination with a presentation means 192, also can give access to remote control of various drive means on the railway wagon 30.

The connected informative positioning assistance system 180, as outlined in Fig. 15 is arranged to assist the loading procedure by the different connected informative positioning assistance means, and thereby to measure position parameters related to the position of the trailer 20 and/or the tractor 10 in relation to the final loading position on the loading area 31 or to positions related to a loading trajectory. The informative positioning assistance means may thus be provided by various types of sensors to measure the position of the trailer 20 and the tractor 10 relative to the loading area 31 on the railway wagon 30 and/or relative to each other. The computer 190 has, together with a software loaded thereupon, capability to calculate positions or to calculate a suitable trajectory from a position. The presentation means 192 is arranged to present positions, suitable trajectories 5, 6, 7, 8 and even suitable steering wheel or driving wheel actions to a driver.

The trailer position measurement system 188 according to the invention will now be described in detail, with reference to Fig. 14, essentially corresponding with Fig. 2c and illustrating a trailer 20 and a railway wagon 30. The trailer position measurement system is arranged to determine the exact position of the trailer in relation to coordinates provided by the wagon, by measuring the position of the rear end of the trailer. In the rear end 46 of the loading area 31 of the railway wagon 30, the previously described position measurement means, provided by a position measurement arrangement in the form of a trailer position sensor arrangement 67, more precisely two position measurement devices in the form of a left side trailer position sensor 67a and a right-side trailer position sensor 67b, are illustrated. The two trailer position sensors 67a, 67b are arranged at a predefined intermediate distance d6. Also, the previously mentioned communication unit 68, which is connected to the trailer position sensor arrangement 67, is shown. The trailer position sensors 67a, 67b are, according to the illustrated embodiment, arranged to each send out a signal to interact with a position measurement means on the trailer 20, provided by a position measurement arrangement in the form of a reflector means arrangement, generally indicated 181 and arranged in the rear end 23 of the trailer 20 for distance measurement. The reflector means arrangement 181 comprises two position measurement devices in the form of a left side reflector means 181a and a right-side reflector means 181b, arranged with a predefined intermediate distance d5 at the side edges in the rear end 23 of the trailer 20. Thereby a trailer position measurement system 188 having a first position measurement means 181 on the trailer 20 interacting with a second position measurement means 67 on the railway wagon 30, is provided in an effective way. It is particularly beneficial to provide the first and second position measurement means 181 and 67 as first and second position measurement arrangements, each having two sideways spaced apart position measurement devices 181a, 181b, 67a, 67b, by the position sensors 67a, 67 interacting with the reflectors 181a, 181b, as described above.

Thereby distance measurement signals sent out from the left side trailer position sensor 67a reflect against reflectors 181a and 181b. The two reflected signals are received in the left side trailer position sensor 67a and are translated to two distances, a first distance dl between left side trailer position sensor 67a and left side reflector means 181a and a second distance d2 between the left side trailer position sensor 67a and right-side reflector means 181b. Similarly, distance measurement signals sent out from right side trailer position sensor 67b reflect against left side reflector means 181a and right-side reflector means 181b. The two reflected signals are thus received in right side trailer position sensor 67b and are translated to two distances, a first distance d3 between right side trailer position sensor 67b and right-side reflector means 181b and a second distance d4 between right side trailer position sensor 67b and left side reflector meansl81a. The geometry information received this way is sufficient to enable determination of the exact positions of each of the reflectors 181a and 181 b in relation to the trailer position sensors 67a and 67b, and thus to determine the angle and position of the whole trailer 20 in relation to the loading area 31 of the railway wagon 30. Position information captured by the trailer position sensors 67a and 67b are transmitted to the tractor 10 and/or directly to a driver of the tractor 10 via the communication unit 68.

By using four different measurements/distances dl-d4 this way, with two measurement points 67a, 67b on the railway wagon 30 separated by an intermediate sideways distance d6, and two measurement points 181a, 181b on the trailer 20, separated an intermediate sideways distance d5, a precise measurement providing all necessary information regarding the trailer position 20 can be achieved in a simple way and at a low cost. The signal used for the distance measurement can be any suitable signal, such as a light-based signal, an electromagnetic signal, or a sound-based signal. A selection of suitable technologies may include laser, radar & ultrasonic sound. Although the trailer position sensors have been described as distance measurement sensors, it should be understood that other suitable technologies are available. With the configuration of trailer position sensors as indicated in Fig. 14, it is for example also possible to use angle measurement sensors as trailer position sensors 67a and 67b, together with reflector means 181a and 181b. By the understanding of the four different angles of the reflected signals along di, d2, ds and d4 can be calculated. The trailer position measurement system 188, with interaction between a first position measurement means 181 on the trailer 20 and a second position measurement means 67 on the railway wagon 30, may also be arranged to provide a warning signal if an object is identified between the first and second position measurement means 181, 67, i.e. between the rear end 23 of the trailer 20 and the rear end 46 of the loading area 31 of the railway wagon 30. A warning signal may also be caused by the trailer deviating from safe position during the loading procedure.

In the described embodiment, emitting and receiving position measurement means 67a and 67b are arranged on the railway wagon 30, whereas the interacting position measurement means of the trailer 20 are embodied as a reflector means arrangement 181, provided on the rear end 23 of the trailer 20. This is a beneficial solution, as the rear end 23 of a trailer 20 may be subject to more wear and tear than the rear end 46 of a railway wagon 30 used for trailer transport is. Thus, an encapsuled mounting of a sensitive electronic sensor unit 67 may be more suitable to be provided on the railway wagon 30, as is the mounting of a thereto connected communications unit 68. It is however also possible, within the scope of the invention, to either arrange a transmitting and receiving means on the rear 23 of the trailer 20 and thus arrange reflector means at the rear end 46 of the railway wagon 30. This alternative has the advantage that such active position measurement means on the trailer 20 may be constantly connected to the tractor 10, either by wire or by a wireless connection. It is further possible to arrange the position measurement means on the railway wagon 30 as transmitters and the position measurement means on the trailer 20 as receivers, or vice versa. When using reflecting means 181, these may be provided in any suitable way to interact as position measurement means together with transmitting and receiving position measurement means 67, depending on the constitution of the transmitting and receiving position measurement means. With some measurement technologies, a rear trailer end 23, with relatively sharp corners may in itself act as a suitable reflector without the arrangement of other specific reflector means.

The position measurement means 188 is according to the presently preferred embodiment, as illustrated in Fig. 14, connected with a communication unit 68, for transferring the distance measurement information. The trailer position sensor arrangement 67 may either be equipped with a built-in logics unit to calculate the distances dl-d4 and corresponding positions, or it may be arranged to transmit raw measurement data to the computer 190 via the communication unit 68. If the trailer position sensor arrangement 67 has built-in or connected logics/computing capacity, the refined data will be available to be transmitted to a computer 190 via the communication unit 68.

Alternative embodiments of the trailer position measurement system 188 may also include a camera (not illustrated), either arranged in the rear 23 of the trailer 20 or on the railway wagon 30.

In the following the tractor position measurement system 189 and other components of the connected informative position assistance system 180, will be closer described with reference to Fig. 14, schematically indicating positions of components of the tractor position measurement means 188, together with the schematic overview provided by Fig. 15. The tractor position measurement means 189 is arranged to measure the position and the direction of the tractor 10 in relation to coordinates provided by the trailer 20, by measuring the tractor position in relation to the front portion of the trailer 20 and by the angle of the steered wheels 11 of the tractor.

A tractor wheel angle measurement means 185, schematically indicated with dash lines as a box under the cab 15 of the tractor 10 in X-ray view, is connected with the steered wheels 11 of the tractor 10, typically the front wheels 11, to measure the angle of the wheels 11 in relation to the longitudinal axis G of the tractor 10. A number of different technologies and sensor types for performing the angle measurement are available for implementation in such an angle measurement means 185. The tractor wheel angle measurement means 185 is also connected with the computer 190, also schematically indicated with dash lines as a box inside the cab 15 of the tractor 10, in X-ray view, to which information about the present wheel angle may be provided. The tractor wheel angle measurement means 185, similarly to the trailer position measurement means 188 described above, may alternatively either be equipped with built in logics/computing capability to deliver somewhat refined data to the computer 190, or be arranged to only deliver raw measurement signals/data to the computer 190.

A tractor-trailer angle measurement means 186, schematically indicated with dash lines as a box in an X-ray view, is mounted on the tractor 10 under the trailer 20 in the coupling area and is arranged to measure the angle between the tractor 10 and the trailer 20, i.e. the angle between the longitudinal axis G of the tractor 10 and the longitudinal axis F of the trailer 20. Various technologies are available for the measurement of the angle between the tractor 10 and the trailer 20. The tractor-trailer angle measurement means may either be arranged only on the tractor 10 or as interacting means arranged on the tractor 10 and the trailer 20, or even be arranged solely on the trailer 20. The tractor-trailer angle measurement means 186, is further connected to the computer 190. Also the tractor-trailer angle measurement 186 means may alternatively be equipped with built-in or connected logics/computing capability to deliver refined angle data to the computer 190 or be arranged to provide raw data signals to the computer 190.

Also a connection assistance means in the form of a tractor - trailer alignment and distance measurement means 187, schematically indicated as a box behind the tractor cab 15, is arranged to provide data regarding the distance and the alignment between the center of the coupling 12 of the tractor 10 and the kingpin 71 of the trailer 20, see also Fig. 2g. The tractor - trailer alignment and distance measurement means 187 is arranged to facilitate the sideways coupling procedure and to indicate the alignment and the position between the tractor 10 and the trailer 20, such that the engagement between the kingpin 71 and the fifth wheel 12 is facilitated, predicted, and indicated to a driver of the tractor 10. The tractortrailer alignment and distance measurement means 187 may be realized by different technologies and arrangements. It may either be provided by means arranged only on the tractor 10, or it may be provided by interacting means both on the trailer 20 and the tractor 10, or even be arranged solely on the trailer 20. Depending on technology and technical solutions applied, the distance measurement and the alignment with the kingpin 71 may be two separate functions and outputs from the and tractor - trailer alignment and distance measurement means 187. The alignment indications may even be provided by help of the tractor-trailer angle measurement means 186. Like the other means 185, 186 of the tractor position measurement means 189, discussed above, also the tractor-trailer alignment and distance measurement means 187 is connected to the computer 190, and it may either comprise logics/computing capability, or rely solely on the computing capability of the computer 190 for the interpretation and refinement of raw data and measurement signals. The tractor alignment and distance measurement means 187 may also include a camera (not illustrated) providing relevant visual understanding of the distance and alignment.

Reference is now again made to the previously described fifth wheel coupling and the method for moving the fifth wheel coupling sideways under the trailer without undesired engagement with any protruding parts on the lower surface of the trailer. It should in this context be noted that the tractor - trailer alignment and distance measurement means 187 may include or be connected to means, such as sensors, to identify any parts protruding under the trailer along the movement trajectory of the fifth wheel coupling.

It should be readily understood that the different means 185,186,187 of the tractor measurement means 189, may be placed at different locations than schematically illustrated on the tractor 10 in Fig. 14. The computer 190 typically has computing capacity and certain integrated memory capacity. The external data storage unit 191, is a unit comprising data on the trailer 20 and on other different trailers such as data impacting the maneuvering characteristics of the trailer 20 and the tractor-trailer combination. Such data may include, overall length, number of axles and their positions, the kingpin position, and any other data related to the coupling procedure. The data storage unit 191 may also hold information on the railway wagon 30, and other railway wagons, such data may include length & width, position of different areas on the railway wagon 30. Such as wheel support area, trailer stand support, coupling means and the physical positioning support means. Also, specific data related to the maneuvering characteristics of the tractor 10 and other tractors, such as dimensions, turning radius, number of axles and their positions and the position of the fifth wheel, may be stored on the external storage unit 191. The data related to the tractor 10 may also be stored directly in the integrated memory of the computer 190. The wireless connection 195 thus typically includes a mobile communication, connection e.g. 3g, 4g, 5g, providing the computer 190 access to the external data storage unit 191 for downloading data related to the trailer 20 and the wagon 30.

In the following the function and activities performed by the different positioning assistance means included in the connected informative positioning assistance system 180 will be closer explained with reference to Figs. 2a-g, 12, 14 and 15. In relation to a loading procedure to be started, as indicated by Fig. 2a, the computer 190 may access data related to the trailer 20 and the railway wagon 30. Then the computer 190 may connect with the railway wagon 30 and the communication module 68 to establish connection with the trailer position measurement means 188. The wireless connection 193 may either be a mobile communication connection, e.g. 3g, 4g, 5g, or a short-range communication connection, such as via Wi-Fi or other suitable radio technology. With the computer 190 connected to the trailer position measurement system 188, the connected informative trailer positioning assistance system 180 is ready to support the loading procedure.

The computer 190 has stored thereupon a software capable of gathering input from the trailer position measurement means 188 and the tractor position measurement means 189, and from the different measurement means 67, 181, 185, 186, 187 included therein. The software is in the presently preferred embodiment, in four different versions, capable of supporting the loading procedure in four different support levels.

In a first version if the software, providing a first support level, only the trailer position in relation to the final parking position on the railway wagon 30 is calculated and indicated. With the first support level, a driver of the tractor 10 is supported by full understanding of the momentary position of the trailer 20 in relation to the end position of the procedure, i.e. with the trailer 20 safely parked on the loading area 31, which is the most important information for successful loading of the trailer 20. With the first support level, the problem of difficulty to see behind the trailer 20 and along the longitudinal side of the trailer 20 facing away from the tractor 10 when there is an angle between the tractor 10 and the trailer 20, is overcome. Visual presentation on the screen 192 can preferably be limited to a graphic indication of the momentary position of the trailer 20 in relation to the loading area of the railway wagon 30. With this information a skilled driver can make suitable decisions on how to push the trailer 20 correctly by maneuvering of the tractor 10. The wheel angle indications 185 and tractor-trailer angle 186 may be indicated on the screen 192 but are in this support level of limited added value. In principle this first support level aims at providing a driver with increased information about the actual position of the trailer 20 during different stages of the loading procedure. The system may also be equipped with a safety function, whereby a dangerous position or trajectory followed by the trailer 20 or an object blocking the way can lead to a warning signal provided by the presentation screen 192 or by separate warning means, which may include light as well as sound signals, alerting a driver of the risk and indicating the need for an immediate stop of the loading procedure.

In the second version, providing a second support level, the software on the computer 190 is capable of calculating one or more suitable trajectories 5, 6, 7, e.g. as illustrated by Fig. 12, for the trailer 20 and for the tractor 10, based on the information related to maneuvering characteristics provided from data in the external data storage 191. The software is also capable of projecting such trajectory/-ies on the screen 192 together with indication of a momentary present position of trailer 20 and tractor 10. By observing the present positions of tractor 10 and trailer 20, together with indications of suitable wheel trajectories 5, 6, 7, for trailer 20 and tractor 10, a driver receives further support to make quick and well- informed driving decisions. Thus, at this second support level, a driver is provided with an ideal loading trajectory 5 for the trailer 20, and corresponding ideal loading trajectories 6,7 for the wheels 9,11 of the tractor 10, as indicated in Fig 12. Thereby, a driver is further assisted and may perform the loading procedure faster, partly by less stops and faster rolling, but not least due to the avoidance of errors and needs to correct and possibly starting over, partly or fully. In its simplest form, only one suitable trajectory 5, 6, 7 for each wheel set 9, 11, 21 is projected, and the driver may make decisions on how to come back to this trajectory in case of deviations. In more advanced alternatives, the computer program may recalculate the suggested trajectories 5, 6, 7 to new suitable trajectories for the different wheels 9, 11, 22 based on a new position. Of particular benefit is when the connected informative positioning assistance system 180 is able to indicate a suitable loading path for the trailer 20 from a present position, by indicating how the trailer 20 most suitably should be moved from said present position. This may advantageously be achieved with the described computer assisted, connected informative positioning assistance system 180, using said second version of the software, able to provide instructions for the direction of the trailer 20 from each position along one or more possible loading paths 5. In this second level, also the tractor-trailer angle measurement 186 is critical to provide a correct indication of the present position of the tractor 10 in relation to the trailer 20 and to suitable trajectories 6, 7 for the tractor wheels 9, 11. The steered wheel angle provided by the tractor wheel angle measurement means 185, can be displayed but is of less importance at this second support level. The second version of the software does in principle in this second support level, aim at providing a driver with reference indications of suitable trajectories for different wheels, in addition to the actual position status provided in the first support level by the first version of the software. The computer 190 suggests what trajectories 5, 6, 7 to follow, and it is up to the driver to make decisions on the driving actions to take to follow such trajectories 5, 6, 7.

In a third version of the software providing a third support level, also the wheel angle measurement 185 is used, as a basis for the suggestions provided by the software on the computer 190. Like in the second support level, the positions of trailer 20 and tractor 10 are displayed in relation to the loading area 31 of the railway wagon 30 together with suggested trajectories 5, 6 ,7 for the different wheels 22, 9, 11, calculated based on characteristics of the vehicles 10, 20, 30 involved. In this third support level, the computer software also uses the actual wheel angle status 185 and suggests to the driver, via the presentation means, how to manipulate this steered wheel angle, and the driving speed, e.g. slower backward, steady backward, faster backward, stop, forward. This may be accomplished in different alternative manners. One preferred alternative is to provide arrows sideways for suggested altering of the steering wheel and backward/down or forward/up for altering of the speed and direction. The size of the arrow may indicate the magnitude of the change to be made. Other visual options are also available, as are sound signals. In the third support level, the computer and the third version of the software loaded thereupon may even guide a driver with limited experience and driver skills from a suitable starting position to a correct parking position on a railway wagon 30, by stepwise suggesting the actions to be taken by the driver.

In a fourth version, the software provides a next, fourth support level, which coincides with an autonomously driving tractor 10. The software is in this fourth version capable of providing the tractor 10 with controlling signals for the steering of the steered wheels 11 and for the movement of the driving wheels 9. Thus, the tractor 10 has, as also indicated in Figs. 14 & 15, a steering control means 178 connected to the steered wheels 11, which steering control means 178 is also connected to the computer 190. The software on the computer 190 is capable of providing the steering control means 178 with a steering control signal to control the steering angle of the steered wheels 11. A propulsion control means 179 is connected to the drive engine of the tractor 10 to control the speed delivered by the engine, cf. an accelerator or throttle in the case of a combustion engine. Depending on the construction of the tractor 10, a specific transmission drive means (not illustrated), controlled by the propulsion control means 179, may be connected to a gear box to enable shift between one or more forward and backward gears and possibly a neutral position. The steering control means 178 and the propulsion control means 179 are schematically indicated at possible positions on tractor 10 in Fig. 14. In Fig. 15 the steering control means 178 and the propulsion control means 179 are schematically indicated, connected to the computer 190 and as part of a tractor control system 199, indicated by a dash line contour box. The tractor control system 199 and its implementation on a tractor is further described in the below description of a tractor for intermodal use. The software is thereby also capable of feeding the propulsion control means 179, which is controlling direction and speed, with a propulsion control signal in response to calculated next actions to load the trailer 20 along a suitable trajectory 5. A tractor 10 - equipped with such steering control means 178 and propulsion control means 179 connected to a computer 190, which operates the fourth version of said software and is connected to the described informative positioning assistance means 188, 185 and 186 - can thereby be autonomously maneuvered from a suitable starting position, to load a trailer 20 onto a railway wagon 30 along a suitable loading trajectory 5 in accordance with the preferred loading method of the invention. Thereby, also an otherwise not self-driving tractor may be equipped with a steering control means 178 and a propulsion control means 179 connected to a computer 190, to be converted to autonomous driving during loading of a trailer 20 onto a railway wagon 30.

A specific safety feature is provided by connecting the computer 190 to a safety control means (not illustrated) capable of stopping the tractor 10 if a dangerous deviation from a safe trajectory 5, 6, 7 is detected or if an object is detected between the rear end 23 of the trailer 20 and the rear end 46 of the loading area 31 on the wagon 30. This safety feature does not necessarily require the computer 190 be capable of driving the tractor 10, but can be implemented separately and also be used with software versions 1-3.

Although the above mentioned four support levels provide a clear difference in the level of support provided to a driver, it should be recognized that combinations of different features of the different software versions are possible, to create variations to the different support levels defined above.

Reference is now again specifically made also to Figs. 2 g and f, indicating the first steps of a preferred off-loading procedure according to the invention, together with Figs. 12, 14, 15. During the process for off-loading a trailer 20 from a railway wagon 30, the positioning of a tractor 10 sideways in relation to a trailer 20 parked on a railway wagon 30 can also be assisted by the connected informative positioning assistance system 180 in a similar way as when loading a trailer 20 onto a railway wagon 30. The key challenge when connecting a tractor 10 to a trailer 20 sideways is to make sure that the tractor 10 is moved along, or closely to, the transversal axis D of the trailer 20, i.e. perpendicular to the longitudinal direction of the trailer 20, and is directed towards the kingpin 71 of the trailer's 20 coupling means 70, and toward the vertical axis A. It is also advantageous for a driver to be aware of the actual distance between the center of the fifth wheel 12 and the kingpin 71 during the coupling procedure, to secure a smooth and safe coupling procedure, and to avoid any risks related with sideways movement of the tractor 10 and trailer 20 outside of the second longitudinal side 33 of the railway wagon 30.

As the trajectory 8 to follow when connecting the tractor 10 to the trailer 20 is somewhat simpler than the loading trajectories, see Fig. 12, the assistance is also somewhat less demanding. The ambition when connecting a tractor 10 to a trailer 20 sideways is to follow the transversal axis D passing through the kingpin 71, or an almost perpendicular direction passing through the kingpin 71, before and during the coupling procedure. Once the tractor is directed toward the kingpin 71 and vertical axis A, and positioned along said transversal axis D, or other similar suitable direction, no changes to the direction should be made. The complication of the procedure is thereafter mainly related to speed and to stop at the right moment with the coupling means 12, 70 correctly and safely connected.

The computer software loaded onto the computer 190 may in the above mentioned first version, provide a basic first support level for the connection procedure, and thus a) indicate the transversal trajectory 8 to be followed, b) the tractor position in relation thereto, and c) the distance between the center of the fifth wheel 12 and the kingpin 71. This corresponds approximately with the second support level of the loading procedure, as both the actual positions and the reference positions are indicated. Thus, the second version of the software typically also provides the same support for the connection procedure as the first version does.

Further support levels are possible, such that a second support level of the connection procedure, provided by the third version of the software, additionally may provide suggestions on steering wheel actions and drive wheel actions. In a third support level for the connection procedure, the software, in the mentioned fourth version thereof, can be made to control the above-mentioned steering control means 178 and propulsion control means 179 in a similar manner as described above. Thus, also this procedure can be performed by an autonomous tractor or a tractor 10 can be temporarily converted to selfdriving mode for performing the connection procedure by control of the computer 190 and the software. It should be understood that the different features provided by the different versions 1-4 of the presently preferred software may be combined differently into other versions if suitable.

It should be understood that a number of variations are possible to the above-described, preferred embodiment of the connected informative positioning assistance system 180 within the scope of the invention. The presentation means 192, herein described in the form of a screen can be exchanged for other means indicating positions and adherence to a suitable loading track 5, 6, 7, 8. The screen used may be integrated in a dashboard or permanently mounted on the same. The screen may also be provided by a smart phone, a tablet or by a PC, connected with the computer 190, via wire or wirelessly 196. The computing means or data processing unit 190, i.e. the computer and the program may be present on board the tractor 10, as described above, but may alternatively also be a remote computer, e.g. a cloud based server, in connection with the other means described, via any optional connection means. The software may also be provided via a cloud or SaaS solution.

It is also possible to use the computing capacity of a mobile device, such as a smart phone, tablet, or PC, as the computer 190 of the positioning assistance means. The software may in such case be downloaded as a specific application, App, for performing the positioning assistance activities.

As mentioned previously, the remote data storage may alternatively be provided and directly connected to the computer 190. When a large number of vehicles, e.g. trailers 20, railway wagons 30 and tractors 10, are used together, interchangeably in a larger transportation system, is it however advantageous to provide all data for the included vehicles 10, 20, 30 in one common database 191, wherefrom the computer 190 can download, and only needs access to, the data related to the specific vehicles 10, 20, 30 involved in a planned or ongoing loading or off-loading process.

It should further be noted that the different positioning assistance means, physical as well as informative, and different types thereof, are all useful separately and can all be combined. The various sub-systems 197, 198, 175, 176, 177, 180, may also provide useful assistance each in itself also without comprising all the means that may be included in each system according to the categorization of various positioning assistance means presented earlier with reference to Fig. 26. It should be noted that a combination of multiple positioning assistance means provide even stronger support for the loading and off-loading procedures. An example thereof is that connected positioning support means, such as a connected camera means may be used to track visual positioning assistance means on the platform.

Tractor for intermodal use

A tractor according to presently preferred embodiments of an aspect of the invention will below be described with reference to Figs. 1, 14, 15, schematically illustrating a tractor 10, and Figs 27 and 2g schematically illustrating a fifth wheel of a tractor 10.

According to a presently preferred embodiment, a tractor 10 in accordance with the invention is provided with and/or connected to means for assisting the positioning of the trailer 20 and/or the tractor 10 during the loading or off-loading of the trailer 20 on to or off from a railway wagon 30. As previously described and as illustrated in Figs. 14 and 15, the tractor 10 may be provided with various means for positioning assistance, such as a tractor wheel angle measurement means 185, a tractor - trailer angle measurement means, or parts thereof, a tractor - trailer alignment and distance measurement means 187, or parts thereof, a computing means 190 and a presentation means 192. The tractor may also in other ways be connected to these means, parts of these means and to other means for positioning assistance, in particular a trailer position measurement means 188. For further understanding of possible variations of the provision of, locations of and connections to such positioning assistance means related to a tractor 10, reference is made to the previous description of various means of the connected informative positioning assistance means 180.

As also mentioned in relation to the connected informative positioning assistance system, such system may provide useful input to an autonomous tractor. As the pushing of a trailer onto a railway wagon, even though a complicated precision driving exercise, is performed in a limited and highly controlled environment and the activities to be performed are highly repetitive, it is a process that is in itself suitable for management by an autonomous vehicle. The software complexity and hardware demands, for managing this process is quite limited in relation to the challenges when driving on roads with surrounding traffic.

Thus, a tractor in accordance with a preferred embodiment of the invention has a tractor propulsion means (not illustrated), typically in the form of a combustion engine or an electric motor arranged to drive drive-wheels 9 of the tractor 10. The tractor propulsion means may be connected to the drive-wheels 9 via a gearbox (also not illustrated), as is frequent in relation to combustion engines. Thereby the tractor 10 can move forward and backward in different speeds, by movement of the drive-wheels 9, in the illustrated examples typically the rear wheels 9. The tractor also has steered wheels 11, which in the illustrated examples of a road tractor, typically are the front wheels 11. To achieve the self-driving capability, a propulsion control means 179, schematically indicated in Figs. 14 and 15, is connected to the tractor propulsion means to control the speed and direction of the driving wheels 9, and a steering control means 178, also schematically indicated in Figs. 14 and 15, is connected to the steered wheels 11 to control the angle thereof. The steering control means 178 and the propulsion control means 179 together form a tractor control system 199, as mentioned above and as indicated in Fig.15. When the tractor 10 is equipped with a gear box, a specific gear control means (also not illustrated) may also be included in and controlled by the propulsion control means 179. Alternatively, the computer may be arranged to provide an instruction to a driver to shift to a specific gear, which provides for a simpler and less costly implementation. The steering control means 178 and the propulsion control means 179, are both connected with the computer 190 such that these control means 178, 179 may be commanded via the software loaded on the computer 190. The computer 190 is also - as described above - connected to other means 188, 189, 191, 192 of the connected informative positioning assistance system 180 with capability to provide the computer 190 with input related to a present position of the trailer 20 and the tractor 10 in relation to the loading area 31 of the railway wagon 30. The software of the computer 190, in the fourth version as described above, has the ability to calculate a suitable trajectory 5, 6, 7 for the trailer 20 and the tractor 10 to perform a loading procedure according to the invention as previously described, and to provide the propulsion control means 179 and the steering control means 178 with commands to maneuver the tractor 10 to push the trailer 20 onto the railway wagon 30.

The tractor 10 may have a sensor system for high degree of autonomous driving, such as for driving on roads with traffic, whereby the software has ability to interpret the position behind the tractor 10 and control the maneuvering thereof. It is however preferable that a tractor 10 with otherwise high degree of self-driving capability, is connected to at least parts of a connected informative positioning assistance system 180 according to the invention, to receive accurate position information without the need to manage large amounts of data with low applicability. It is thus also preferable that the driving software has a specific trailer- loading-mode whereby it uses input from the connected informative positioning assistance system 180, and data related to maneuvering characteristics of the trailer 20 and the tractor 10, to calculate a suitable loading trajectory 5, and to control the tractor to push the trailer 20 along said trajectory 5, and to adjust the trajectory 5 during the loading in case of deviations therefrom.

Alternatively, the tractor 10 may be of a standard, manually managed type, fully controlled by a driver during road transportation. In such case the tractor 10 may be equipped with the above-mentioned propulsion control means and steering control means. The tractor 10 is thereby also convertible between a standard manual driving mode and a self-driving trailerloading mode. In the self-driving mode, the computer 190 is connected to the propulsion control means 179 and the steering control means 178 , and these control means are activated to take over. The computer 190 is also connected to the other means 188, 189, 191, 192 of the connected informative positioning assistance system 180. The software on the computer 190 is then able to calculate a suitable trajectory 5, 6, 7 from a starting position, adapted to the specific characteristics of the tractor 10, the trailer 20 and the railway wagon 30. Thereafter the software is capable of controlling speed, direction, and steering wheels of the tractor 10 to maneuver the trailer 20 to be loaded on the railway wagon 30, and to adjust the trajectory 5 during the loading procedure in case of deviations therefrom.

In both alternatives a driverless tractor is provided that can follow an ideal loading path but additionally also is able to measure the trailer and tractor positions in real time for possible adjustments or management of unforeseen situations.

Corresponding to the loading capability, a tractor 10 arranged for self-driving capability, according to the description above, may also be put in a self-driving connection-mode to connect the tractor 10 with the trailer 20. The tractor 10 is thereby moved backward from a starting position until connection of the tractor 10 with the trailer sideways by using input from the connected informative positioning assistance system 180, in particular input from the tractor distance and alignment measurement means 187.

Reference is now specifically made to Figs. 2g and 27, and to the previous description of a fifth wheel coupling 12 with vertical position control. According to a preferred embodiment, a tractor 10 is equipped with such a fifth wheel coupling 12, which when mounted on the tractor 10 is adjustable in vertical position, such as to pass below a trailer 20 during a procedure to connect or disconnect the tractor 10 to or from said trailer 20. The fifth wheel coupling 12 may have separate means for adjusting the angle of the upper plate 96 and the height of the base 97. The base 97 may alternatively be controlled by raising or lowering of the chassis of the tractor 10. The tractor may also be equipped with sensors for measuring a suitable height and clearance for the upper plate 96 when passing under the trailer 20.

Intermodal terminal

Reference is now made to Figs. 2a-g, 9a-f & 12. A railway terminal in accordance with the invention is provided with a platform 40 beside a railway track 41. The platform 40, as indicated in Fig 12, is elevated on a level higher than the railway tracks 41 to provide a flat trailer maneuvering area 174 extending along the railway tracks 41 and a certain distance sideways from the tracks 41. The height of the platform 40 with the trailer maneuvering area 174 is made to correspond with a standard height of a loading area 31 on a railway wagon 30 arranged to carry a trailer 20. The trailer maneuvering area 174 on the platform 40 should be long and broad enough to provide for the loading of a trailer 20 on a railway wagon 30 in accordance with the inventive method. Even though the inventive method provides opportunities for limited sideways use of the platform 40, is it for effective use advantageous to provide for extra maneuvering space sideways and also to provide an opportunity for other tractors and trailers to pass beside a tractor 10 and trailer 20 engaged in a loading or off-loading process. It is thus preferable to provide a sideways extension for the trailer maneuvering area 174 of at least half a trailer length, whereby the loading and off-loading can be easily performed, and more preferrable at least 2/3rds of a trailer length. For accommodation of more parallel traffic, a further width for the platform 40 is preferred. It is also preferrable that the platform 40 extends long enough along the tracks 41 to accommodate a tractor 10 and trailer 20 starting the loading process beside but in front of a railway wagon 30. Thus, a preferred minimum length of the platform is two trailer lengths. As a reference can be mentioned that a typical trailer length in Europe is 13,6 m and, in the US, more typically 16, 15 m (53 ft).

The platform is preferably also provided with visual indications 5-8 as discussed above. It is in this regard also particularly preferred that a defined wagon loading position 173 is indicated with visual indications 4 on the platform. Alternatively, the platform may be provided with other means, such as sensors, to measure the position of a railway wagon 30 placed on the tracks 41 beside the platform 40, and to confirm if the wagon 30 is correctly positioned for loading or off-loading of a trailer 20.

The suggested embodiment of a platform for loading a tractor on a railway wagon provides a low-cost intermodal terminal alternative in relation to present intermodal terminal outlines. By limiting the cost of terminals, essential by reducing the cost to the provision of a platform beside the tracks and reducing needs for costly equipment - more terminals are enabled and thus a larger network of terminals for environmentally friendly distribution is created.

System for intermodal transportation

The trailer 20, the railway wagon 30, the tractor 10, the positioning assistance system and the terminal 40 described above all are suitable to combine into one common system for intermodal transportation. By providing a multitude of trailers 20, railway wagons 30, tractors 10 and terminals 40, all adapted for interoperability together with several positioning assistance means and systems, an efficient system with high flexibility is provided. With such a system the inventive methods for loading and off-loading of trailers can be applied effectively on large cargo volumes and many locations.

As should be apparent from the above description, the various embodiments of components of the system are interrelated in several different ways and with a number of interfaces for interaction. Some of these interrelations between different components are highlighted below.

The following interrelated means of the railway wagon 30 and the trailer 20 should be noted. The front support means 62 of the railway wagon 30, with trailer stand support 63 and coupling means 61, is arranged to interact with the stand 26 and the coupling means 70 of the trailer 20. Also the physical positioning assistance means arranged on the railway wagon interact physically with different corresponding means on the trailer 20. Thus, the transversal support means 34 and the front holding means 69 of the railway wagon 30 are arranged to interact sideways with corresponding engagement surfaces 25 on the sides of the front portion 19 of the trailer 20 when connecting or disconnecting tractor 10 and trailer 20 or finalizing the loading of the trailer 20. It should also be noted that the guide means 64 and the transversal displacement means 65 interact with the rear wheels 22 of the trailer 20 to physically position the rear portion 18 of the trailer 20 correctly during the loading process. Also the trailer position measurement means 188 comprise interacting means on the trailer and the railway wagon in the form of a trailer position sensor arrangement 67 interacting with a reflector means arrangement 181 in the rear end of the trailer 20.

The following interrelated means of the tractor 10 and the trailer 20 should be noted. The tractor 10 and trailer 20 are connected via corresponding coupling means 12, 70, which connection is used according to the inventive loading method, whereby the trailer is loaded by maneuvering of the thereto connected tractor 10. It should specifically be noted that the preferred loading method involves the connection and disconnection of the tractor sideways to the trailer, with the use of the inventive side engagement plates 75 of the coupling means 70 of the trailer 20.

The tractor and trailer also together interact with different means of the positioning assistance system. Also the different interacting means of the connected informative positioning assistance means 180, and in particular the tractor - trailer angle measurement means 186 and the tractor - trailer alignment and distance measurement means 187 interact for loading or off-loading of a trailer.

Also informative positioning assistance means, such as the visual indications 17 provided on a trailers 20 side are effective to interact with rear view mirrors of a tractor for correct positioning thereof.

The platform and the railway wagon described are arranged to interact by providing substantially the same height over railway tracks and by corresponding informative positioning assistance means 4, 5, 6, 7, 8, related to correct positioning of a railway wagon 30 along a platform 40.

Additionally, the connection and disconnection according to the preferred methods involves tractor 10 placed both on platform 40 and wagon 30 on the same height, to connect sideways with trailer 20 via the inventive side engagement plate 75. In this procedure the tractor 10 also interacts with the transversal support means 34 of the railway wagon 30, and essentially all four components, tractor 10, trailer 20, railway wagon 30 and platform 40 interact simultaneously.

It should also be noted that the positioning assistance system involves means related to the loading and off-loading of a trailer 20 connected to a tractor 10, between a platform 40 and a railway wagon 30 placed on tracks beside said platform 40.

It may further also be noted that the connected informative positioning assistance system 180 and the thereto connected data storage holding data on the various components tractors 10, trailers 20, railway wagon 30 and terminals/platforms 40 also provide a link between all components.

From the above examples and previous description, it should be obvious that a system of tractors, trailers, railway wagons, terminal platforms and positioning assistance means, according to the presently preferred embodiment of the invention, is a highly beneficial way to achieve the advantages of the preferred loading and off-loading methods. It should also be clear that each of the single components of the system: tractor 10, trailer 20, railway wagon 30, terminal platform 40 and positioning assistance system 100, respectively form a separate aspect but also essential interconnected part of the system according to the presently preferred embodiment of the invention. Thus, the methods, components and means each separately represent single inventions, as well as a group of interlinked inventions forming a single general inventive concept.

Detailed process and application of intermodal system

The presently preferred method for loading a trailer 20 onto a railway wagon 30, together with the use of different components of the intermodal transportation system described above, will in the following be further explained with reference to the process chart of Fig. 16 together with previously described Figs. 2a-g, 3-8, 10-15.

Referring to Fig. 16, the loading procedure may be divided into four main phases: 201 "Prepare loading", wherein the tractor 10 and trailer 20 are prepared for the loading process; 202 "Load", during which step the actual loading process is performed; 203 "Disconnect", wherein the tractor 10 is disconnected from the trailer 20; and 204 "Prepare train", wherein the trailer 20 and wagon 30 are prepared for the subsequent train transport.

The first phase, 201 "Prepare loading", will now be closer described with reference to Figs. 2a, 4, 14 and 15. This first phase comprises two steps: 206 "Start position", and 207 "Connect assistance". In the step, 206 "Start position", the tractor 10 and trailer 20 are moved within an intermodal terminal to the platform 40 where the empty railway wagon 30, intended for the trailer transport, is positioned. The tractor 10 and trailer 20 are thus positioned beside the railway wagon 30, preferably at least partly in front of the railway wagon 30, as schematically indicated in Fig. 2a. In the step 207 "Connect assistance", the computer 190 is connected to the other components of the connected informative positioning assistance system 180. The computer is thus, as illustrated in Fig. 15, connected to the trailer position measurement means, generally indicated with 188, via connection 193, to enable the trailer positioning assistance means 188 to support the loading procedure by position measurements as indicated in Fig. 14. The computer 190 is in this step preferably also connected to the remote data storage means 191, via connection 195, to load such data related to the trailer 20 and the railway wagon 30, and possibly also the tractor 10, that has impact on the loading procedure and maneuvering characteristics. The computer 190 may at this stage also connect with the tractor position measurement means 189 to access the tractor wheel angle measurement means 185 and the tractor-trailer angle measurement means 186. The connection 196 between the presentation means 192 and the computer 190 is also established. The process as described below will mainly be provided with reference to the use of the previously described software version 3, i.e. the highest level for support for a driver operating the tractor 10 manually. It shall however be noted that the process as supported by the connected informative positioning assistance system 180 may also be performed using versions 1 or 2, for manual driving, or using version 4, for autonomous driving together a tractor arranged for self-driving.

In step 207, the presentation means 192 is also presenting the trailer position, a suitable trajectory from this position and is suggesting to a driver what next actions to take to start the loading procedure.

It should be noted that the two steps 206 and 207 of the first phase 201 can be performed in discretional order, or even in parallel. Thus step 207 can be performed before step 206 or both steps may be performed at the same time. After this first phase 201, "Prepare loading", the tractor 10 and trailer 20 are ready to start the loading procedure.

Turning now to the next phase 202 "Load", i.e. the actual loading phase, which is performed as outlined earlier in the description, with reference to Figs. 2a-g. The phase 202 "Load" comprises the steps: 208 "Start loading", 209 "Rear positioning", and 210 "Front positioning". To support the positioning of mainly the trailer 20 in the initial phases of the loading procedure, the visual informative position assistance means 5 indicating a suitable trajectory for the rear wheels 22 of the trailer 20, as indicated in Fig. 12, may be relied on. When relying on the connected informative positioning assistance means 180, instructions are provided to the driver via the presentation means 192

During this first phase, the information provided by the trailer position measurement means 188 is the most important for supporting the loading procedure.

Any of the previously mentioned software versions providing support levels may be applied. It is however, as mentioned, preferrable to use software version 3 providing level 3 support, when the process is managed by a tractor driver, to provide the driver with as detailed maneuvering support as possible, for safety and time saving.

In the next step 209 "Rear positioning", when the trailer wheels 21 are positioned on the wagon 30, the wheels 22 may start interacting with the in Figs. 4 and 5 illustrated mechanical guide means 64 a, b, and/or the transversal positioning means 65, for possible adjustment of the position of the rear portion 18 of the trailer 20. When reaching a position where the rear portion 18 of the trailer 20 is relatively close to a final parking position, and when the longitudinal axis G of the tractor defines an angle with the longitudinal axis F of the trailer 20, with the tractor axis G pointing away from the railway tracks 41, as schematically indicated in Fig. 2d, the positioning of the tractor wheels 9, 11 becomes a more critical factor to position the trailer 20, and in particular the front portion 19 thereof, correctly. This also marks the early phase of step 210 "Front positioning". Thus, a driver relying on visual indications on the platform 40 and the wagon 30, see Fig. 8, should put large emphasis on the indications related to the tractor wheels 9, 11. When relying on the connected informative position assistance means 180, the information provided to the computer 190 by the tractor position means 189, i.e. the tractor wheel angle measurement means 185 and the tractor-trailer angle measurement means 186 are of larger importance in the second part of the loading procedure, as illustrated schematically in Figs. 2c-e. The positioning of the rear portion 18 of the trailer 20 and the front portion 19 thereof are integrated parts of the same process. It should be understood that there is a sliding transition between steps 209 and 210, with the first part of the loading process focusing on step 209 and the last part focusing on step 210. The switching point for which step is dominating is typically close to the position where the longitudinal axis G of the tractor 10 is positioned at 45° angle in relation to the longitudinal axis F of the trailer 20.

When the trailer 20 and the tractor 10 are both close to reaching the final parking position, as indicated in Fig. 2e, the step 210 "Front positioning", is in focus. When the trailer 20 reaches the position indicated in Fig. 2f, i.e. its final parking position for transport, the side support 25 of the front portion 19 of the trailer 20 is engaging with the transversal support means 34 on the railway wagon 30, as previously described in relation to the railway wagon 30, see in particular Figs 2g, 3 and 4. Thus, the sideways movement of the front portion 19 of the trailer 20 comes to a halt and the trailer 20 is correctly positioned on the railway wagon 30 for transportation. Means for halting rear wheels 9 of the tractor 10 (not shown) to prevent it from moving too far in the transversal direction may also be provided. When relying on the connected informative positioning assistance system 180, and the computer 190 uses the third version of the software, the tractor position measurement means 189 and the trailer position measurement means 188 cooperate to indicate that the end of the tractor trajectory is near. After step 210, the trailer 20 is positioned in its final parking position, with the tractor 10 still connected thereto, as is indicated in Figs. 2f and 8.

Thereafter the next phase 203 "Disconnect", is initiated. The phase 203 "Disconnect" comprises the steps 211 "Hold trailer", and 212 "Move tractor". Referring now to Figs. 2f, 4, 7 and 8, the step 211 "Hold trailer" will be explained, and details in the handover of the front load of the trailer 20 from the fifth wheel 12 of the tractor 10 to the front support means 62 of the railway wagon 30 will now be discussed. During the process for loading the trailer 20 onto the wagon 30, when reaching the position of Figs. 2f and 8, the weight of the front portion 19 of the trailer 20 must be taken over by the wagon 30. The weight will first be taken over by the trailer stand support 63 of the front support means 62, by supporting the trailer 20 via the stand 26.

The trailer stand support 63 comprises, as earlier described with reference to Fig. 4, two support areas 63 for feet T1 of the stand 26 of the trailer 20, to hold the trailer 20 in position between the disconnection from the fifth wheel 12 of tractor 10 and the connection with the coupler means 61 of the wagon 30 for subsequent transportation. This can be achieved by the trailer stand 26 to be lowered such that lower feet T1 of the trailer stand 26 come to rest on the support areas 63. The trailer stand support 63 of the wagon 30 can, in a specific, preferred embodiment, be elevated to receive the feet T1 of the trailer stand 26 at a level above the level of the loading area 31, as illustrated in Fig. 7, which provides for an opportunity to automatically receive the load of the front portion 25 of the trailer 20 without actuation of the stand 26 of the trailer 20. Due to the established communication connection between tractor and trailer, such elevation of the trailer stand support 63 can be controlled remotely.

As described above, the preferred embodiment of the railway wagon 30 also includes a trailer front holding means 69, which in this position is activated, as illustrated in Fig. 7, to a state where it is arranged to secure the trailer 20 sideways also in the other direction than provided by the transversal support means 34. At the end of step 211 "Hold trailer", the trailer 20 is thus firmly placed on the railway wagon 30, resting on the stand 26, ready for the tractor 10 to be disconnected and moved away.

Next step, step 212 "Move tractor" will now be described with reference to Figs. 2g-f and 6-8 and 10-11. In step 212 "Move tractor", the fifth wheel coupling 12 of the tractor 10 is first released from the kingpin 71 of the coupling means 70 of the trailer 20, see Figs 10 and 11 (not showing the tractor). At this stage, the top surface of the fifth wheel coupling 12 still engages with the sliding surface 86 of the coupler plate 72. Thereafter the tractor 10 is removed from under the trailer 20, as indicated in Fig. 2f, to a position beside the wagon, as indicated in Fig. 2g. The upper surface of the fifth wheel 12 is thereby during this process in sliding engagement with the left side engagement area 88 of the trailer coupling means 70, preventing the fifth wheel 12 to be blocked by any part of the bottom of the trailer 20. During this process, the weight of the front portion 25 of the trailer 20 is carried by the wagon's trailer stand support 63, via the stand 26 of the trailer. The trailer front holding means 69 does thus function to avoid that the front portion of the trailer, due to potential frictional engagement with the fifth wheel 12 of the tractor 10, can move sideways when the tractor 10 is moved away from the trailer 20. With the tractor 10 moved away from under the trailer 20, step 212 "Move tractor" is finalized, as is phase 203 "Disconnect".

In the following the last phase of the loading process, phase 204 "prepare train", comprising the single step 213 "Secure trailer", will be described with specific reference to Figs. 3, 4, 6, 7 and 16. The coupler means 61 of the railway wagon illustrated in its inactive position, from the side in Figs. 3 and 7 and from above with solid line in Fig. 4, which is the status before initiation of step 213 "Secure trailer". During step 213 "Secure trailer", with the tractor removed, the coupler means 61 can be moved from its inactive position to the active position, as visible from the side in Fig 6 and from above with dashed line in Fig 4, where it is moved to engagement with coupler means 70 of the trailer 20 and locks kingpin 71. The transition from inactive position involves two actions: a) physically moving the coupler means 61 to the position of the coupler means 70 of the trailer 20, including securing the coupler means 61 longitudinally in this position and supporting it vertically by the support 43, and b) engage with and lock the coupling means 70 of the trailer 20. Thereby the coupler plate 72 of the trailer 20 is resting on the coupler means 61 of the railway wagon 30 and the kingpin 71 of the trailer 20 is firmly secured in the coupler means 61 of the railway wagon 30. By transforming the coupler means 61 to the active position and locking it in this position in relation to the chassis 35 of the wagon 30, and locking the trailer 20 to the coupler means 61, the front portion 19 of the trailer 20 will be fixed to the railway wagon 30 and the load of the front portion 19 of the trailer 20 can be taken over by the coupler means 61 and its support leg 43, and thus be supported by the chassis 35 of the railway wagon 30. At this point, if wanted, the load on the trailer stand 26 and the trailer stand support 63, can be reduced or removed, either by raising the feet T1 of the trailer stand 26, or by lowering the trailer stand supports 63 of the wagon 30, to avoid any transportation loads in horizontal direction to be transferred to the trailer stand 26. Also further fastening measures can in this stage be performed, to secure the trailer safely on the wagon for subsequent train transport, such as also securing the rear end of the trailer. After finalizing also step 213 "Secure trailer", railway wagon 30 is in transport state with the trailer safely loaded and secured onto the railway wagon and ready for transportation. It should be understood that the activities of step 213 "Secure trailer" can either be manually activated or be remotely controlled via control means connected to the railway wagon 30, via the communication unit 68.

The presently preferred method for off-loading a trailer 20 from a railway wagon 30, together with the use of different components of the intermodal transportation system described above, will in the following be further explained with reference to the process chart of Fig. 17. together with previously shown Figs. 2a-g, 3, 4, 6-8, 10-13.

Referring to Fig. 17, the loading procedure may be divided into three main phases: 220 "Prepare", wherein off-loading is prepared, 221 "Connect", wherein the tractor 10 is connected to the trailer 20, and 222 "Off-load", in which phase the actual off-loading process is performed.

The first phase, 220 "Prepare", comprising the steps 224 "Wagon position", 223 "Release trailer", and 225 "Connect assistance", will now be closer described with reference to Figs. 2g, 4, 6 and 7. The process step 223 "release trailer" relates to activities needed to make the trailer 20 ready to be off-loaded, and thus also to transform the railway wagon 30 from a transportation state to an off-loading state. Fig. 6 shows the trailer 20 loaded and the wagon 30 in transportation state, which is the starting point for step 220 "Release trailer". The process steps for locking the trailer 20 and transforming the railway wagon 30 to transportation state, previously mentioned with reference to step 213, are in essence reversed. The trailer stand 26 and the trailer stand support 63 are set in position to assume the front weight of the trailer 20, if not already in such position, i.e. transformed from a position as indicated in Fig. 6, where the trailer stand 26 is not supported by the railway wagon 30, to a position as indicated in Fig. 7, where the trailer stand is supported by the trailer stand support 63.

Thereafter, the coupler means 61 of the railway wagon 30 is disconnected from the coupling means 70, i.e. releasing the kingpin 71, of the trailer 20, and thereafter moved from the active position, as indicated from the side in Fig. 6 and from above with dash lines in Fig 4, to the inactive position, as indicated from the side in Fig. 7 and from above with solid line in Fig. 4, to be out of the way for the tractor's 10 path to connect with the trailer 20. Any other measures to release the trailer from the secured transport position is also performed at this stage, such as releasing any means securing the rear end of the trailer. After the step 223 "Release trailer", the trailer 20 and railway wagon 30 are in the position as indicated in Fig. 7 ready for a tractor 10 to connect with and pick up the trailer 20.

In the step "Wagon position" 224, the tractor 10, intending to pick up the trailer 20 at the train terminal is moved to platform 40 and the position of wagon 30, and put in position to move backward towards the coupler means of the trailer 20, i.e. a position as indicated in Fig. 2g.

Reference is now made to Fig. 15. In parallel with steps 223 "Release trailer" and 224 "Wagon position", in the step 225 "Connect assistance", components of the connected informative positioning assistance system 180 are connected to facilitate the coupling procedure. Thus, the computer 190 is connected with the tractor position measurement means system 189, and in particular with the tractor-trailer alignment and distance measurement means 187. In the case the tractor-trailer alignment and distance measurement means 187 has all components mounted on the tractor 10 together with the computer 190, this is a simple activation task. If the tractor-trailer alignment and distance measurement means 187 comprise means mounted on the trailer 20, such as sensors or cameras, or if the computer 190 is at a remote location, then the connection 194, needs to be established in step 225 "Connect assistance". The computer 190 may at this stage also connect with the data storage means 191 via connection 195, to gather data relevant for supporting the off-loading procedure. After performance also of step 225 "Connect assistance", the phase 220 "Prepare" is completed and all components of the system are ready for the next phase 221 "Connect". It should be noted that the three steps 223 "Release trailer", 224 "Wagon position" and 225 "Connect assistance", of phase 220 "Prepare" may be independent from each other, and may be performed in any suitable order, or in parallel, provided the various activities of step 223 "Release trailer" are performed manually or via direct control of means on the railway wagon. If these activities are to be performed via remote control using the wireless connectivity provided by communication unit 68, the step 225 "Connect assistance" should be performed before the step 223 "Release trailer". The subsequent phase 221 "Connect" comprises the activities 226 "Couple", 2 1 "Hold trailer" and 228 "Release stand". These steps will now be closer described with particular reference to Figs. 2f-g, 3, 4, 7, 10, 11, 12 and 15.

Reference is first made to Fig. 2g. The step 226 "Couple" begins with the tractor 10 positioned beside the wagon 30 with the trailer 20, ready to approach, in rearward direction, the trailer 20 and in particular the vertical axis A passing through the coupling means 70, preferably along the transversal axis D or close to the transversal axis D. Then the tractor 10 is reversed from the position indicated in Fig. 2g to the position indicated in Fig. 2 f, to connect the tractor 10 and the trailer 20. To secure that the longitudinal axis G of the tractor 10, passing through the center of the fifth wheel coupling 12, is aligned with the vertical axis A of the trailer 20, passing through the kingpin 71, preferably along the transversal axis D of the trailer, during the reverse movement of the tractor 10, informative position assistance means are preferably used. On one hand visual informative positioning assistance means provided by indications 8 arranged on the platform 40, indicate suitable positions of the tractor wheels 9, 11 during the backward movement. On the other hand, visual informative positioning assistance means 17 are, as indicated in Figs. 6 and 7, provided on the trailer's sides and by the trailer front 24 such that the tractor 10 can be guided correctly the during this reverse movement.

Reference is now made to Fig. 15. Also the connected informative positioning assistance means provided by the tractor position measurement means 189, and in particular by the tractor-trailer alignment and distance measurement means 187, is available to provide support to the driver of the tractor 10 via screen 192, as previously discussed.

The upper part of the fifth wheel coupling 12 of the tractor 10 will - as can be understood from Fig. 11 - engage slidingly with the side engagement area 88 on the trailer 20, when the tractor 10 approaches and rolls in under the trailer 20. First engagement of the fifth wheel coupling 12 will be with the slightly rounded and upwards angled side reception area 76. Thereafter, the fifth wheel coupling 12 will slide along the side engagement area 88 of the side engagement plate 75 to the coupler plate 72 and until the center of the fifth wheel 12 engages with the kingpin 71 to lock the kingpin 71 in the fifth wheel coupling 12. At the end of step 226 "Couple", the trailer 20 is connected with the tractor 10.

Now turning to the step 2 1 "Hold trailer", which is directly integrated with the preceding step 226 "Couple". When the tractor 10 connects with the trailer 20, also transverse forces are translated from the tractor 10 to the trailer 20. At this stage the transversal support means 34, interacting with the tractor 10 and trailer 20 combination via firm engagement with the side support 25 connected to the trailer chassis 28, assumes such forces and provides a corresponding counter force to the trailer 20 and, when the fifth wheel 12 engages with the kingpin 71, also the tractor 10. Thus, preventing the trailer 20 and tractor 10 to be moved beyond the second longitudinal side 33 of the railway wagon 30, but also providing a driver of the tractor 10 with a firm indication that the trailer 20 is now safely connected. At the end of step 1 "Hold trailer" the tractor 10 and trailer 20 are safely connected, with the load of the front portion 19 of the trailer 20 resting on the tractor 10 and/or resting on the trailer stand 26, and sideways positioned in engagement with or close to the transversal support means 34 of the railway wagon 30. The tractor 10 is positioned as indicated in Fig. 8, and the trailer stand 26 is resting on the trailer support 63, as indicated in Fig. 7.

In the following step 228 "Release stand" will be closer explained with reference to Figs. 2f, 4 and 6-8. When the tractor 10 is connected and the fifth wheel coupling 12 of the tractor 10 is ready to assume the load from the front portion 19 of the trailer 20, the weight on the trailer stand 26 is released by raising the stand 26 of the trailer 20 to resting position or alternatively lowering the trailer stand support 63 of the wagon 30 to the level of the loading area 31, i.e. from the position indicated in Fig. 7 to the position indicated in Fig. 8. In the end of the step 228 "Release stand", the trailer 20 is connected with and its front portion 19 is resting solely on the fifth wheel 12 of the tractor 10, as indicated in Fig. 8. When the trailer 20 is released from any further means securing it in position, such as blocking means for the wheels (not shown), the tractor 10 can begin to off-load the trailer 20 by pulling it forward, as seen in the direction of the tractor 10.

With the tractor 10 and the trailer 20 thus positioned as indicated in Fig. 2f and Fig. 8, the phase 221 "Connect" is finalized and the final phase 222 "Off-load", with single step 229 "Off-load trailer", can begin. Reference is now made to Figs. 2b-f. In the step 229 "Off-load trailer", the trailer 20 is off-loaded by the tractor 10 pulling it off the railway wagon 30, as indicated in Figs. 2f and e. The starting position for the off-loading is indicated in Fig. 2f, and it is preferrable that the tractor 10 pulls the trailer 20 sideways and forward in relation to the directions of the trailer 20, i.e. with the steered wheels 11 turned toward the trailer's 20 forward direction, as indicated in Fig. 2f, to secure that the rear and front ends 23,24 of the trailer 20 are not engaging with parts of the railway wagon 30 during the first stages of the off-loading. By continuing the off-loading, as schematically indicated by Figs. 2 f, e, d, c and b in sequence, in a direction parallel to the railway tracks 41, the space needed sideways of the tracks 41 can be minimized. At the end of step 229 "Off-load trailer", the trailer 20 is fully off-loaded from the railway wagon 30 and the tractor and trailer combination is positioned on the platform 40 beside the tracks 41, ready for road transport to the next destination of the trailer 20.

System and process for management of cargo and cargo carriers in an intermodal system In the following presently preferred embodiments of a system for management of cargo and cargo carriers in an intermodal transportation system, and a process for managing cargo and cargo carriers will be described with reference to Fig. 18, which is a schematic illustration of components of and connections to such a system. In parallel, reference will also be made to Fig. 23, which illustrates a presently preferred embodiment of the process for managing cargo and cargo carriers in a flowchart diagram, and to Figs 19-22, indicating information comprised in a database of the management and system for use with the management method. The functionality will also be illustrated for exemplification with reference to an illustrative example and related data in Figs 24 and 25.

Fig. 18 provides an overview of different vehicles 104, 107, 109, 111, 129, 130, different locations 101, 115,138, 139, different operators 123, 126, 131 and various other means 103, 105, 113, 117, 124, 128, 132, 134, 135 connected to a system 200 for management of cargo and cargo carriers 104, 109, which are all connected via a common communication network 118 and are also connected to the system 200 for management of cargo and cargo carriers. The system 200 for management of cargo and cargo carriers comprises a computing means 122, and a data storage means 119, wherein the computing means has stored thereupon a software for performing the process for management of cargo and cargo carriers and the data storage means 119 has data stored for said management of cargo and cargo carriers.

In the following the vehicles, sites, operators, and other means that can be connected to the system for management of cargo and cargo carriers and their connection thereto will be closer explained. In Fig. 18, a production site 101 is indicated, with a factory of products 102. Connected to, or representing, this site is a computer 103, which also is, or can be connected to a communication network 118 in the form of a wide area network, WAN.

The site 101 with the factory 102, is physically accessible via a road network 106 which is also connected to a first public intermodal railway terminal, terminal A, with reference No. 138. Thus, it is possible to transport goods from factory 102 to terminal A, 138, via road transport, herein illustrated by a first tractor 107 having a thereto coupled cargo carrier in the form of a trailer 104. The first tractor 107 is equipped with a device 105 for connection with the communication network 118, here illustrated by a smartphone device 105, which is controlled by the driver of tractor 107 and has means for presenting information and for entry of data, such as a common type of smartphone touch screen.

Terminal A, 138, is an intermodal terminal adapted for the loading of trailers 104, 109 onto railway wagons 130, 129 according to the herein previously described inventive method. At Terminal A, 138, a computer 134 is connected to the communication network 118, thus providing access to the cargo management system 200. It should be noted that a public intermodal terminal, like Terminal A, 138, typically is adapted for both loading and offloading of trailers onto or off from railway wagons.

Through a railway network 120, Terminal A, 138, is connected to a second public intermodal railway terminal, Terminal B, with reference No. 139, which terminal is adapted for off- loading of trailers 104, 109 from railway wagons 129, 130 according to the inventive method previously described. It is thus possible to transport cargo carriers in the form of trailers on railway wagons between Terminal A and Terminal B, i.e. locations 138 and 139, which is herein illustrated by a train 108, having a locomotive 121, and two wagons 129, 130, each respectively carrying one trailer 109 and 104. The railway wagons 129 and 130 are each equipped with a respective communication module 136 and 137. Thereby each of the wagons 129, 130 may be in communication connection with the network 118, and thus information may be shared two ways.

From Terminal B, 139, is it also possible to connect to the communication network 118 via a computer 135. Terminal B, 139, is also physically connected to a road network 114, which is also connected to a location 115 with a warehouse building 116. Thus, it is possible to transport cargo via road from Terminal B, 139, to location 115. This is illustrated by a second tractor 111 pulling trailer 104. Also the second tractor 111 is connected to the communication network 118, here illustrated by a tablet 113, which belongs to tractor 111 and has means for presenting information and entering data, in the form of a touch screen display of common type.

Other stakeholders may remotely be connected to the communication network 118, which as example is illustrated by different operators. Operator 123, with office 125 is connected with the network 118 via a computer 124, whereas operator 126, with office 127, is connected to the network 118 via computer 128, and finally operator 131, with office 133, is connected to the network 118 via computer 132.

To the network 118 is, as mentioned above, further attached a data storage unit in the form of a database server 119, holding a database with information on cargo and cargo carriers, other vehicles and locations, and a computing means in the form of a computing server 122, having a software for managing cargo and cargo carriers, in particular for managing cargo transports and data related thereto. Together servers 119 and 122 hold computational functionality as well as software and data storage capabilities and together they provide the system 200 for management of cargo and cargo carriers. The computing device 122 and the storage means 119 may be placed together or be placed physically separated from each other but connected, either directly or via a network such as the communication network (WAN) 118 indicated here. The system 200 may for example also be provided as a cloudbased solution with data storage and computing capability. The servers 119, 122 are thus also accessible from different locations, such as by wire or via mobile phone networks. Thereby the management system 200 may be accessed via the internet, i.e. network 118 (WAN) from different devices with computing capability, and ability to present data and accept data entries, as illustrated here by computers, smart phones, tablets, and communication units, as herein illustrated by reference numbers 103, 105, 134, 136, 137, 135, 113, 117, 124, 128, 132, respectively. The different vehicles 104, 107, 109, 111, 129, 130, locations 101, 115,138, 139 and other means 103, 105, 113, 117, 124, 128, 132, 134, 135 connected to the system 200 for management of cargo and cargo carriers preferably correspond with the vehicles 10, 20, 30, terminals 40 and positioning assistance means 4, 5, 6, 7, 8, 34, 64, 65, 90, 180 of the previously described transport system. Thus trailers 104 and 109 correspond with the previously described preferred embodiments of an inventive trailer 20. Railway wagons 129 and 130 correspond with the previously described preferred embodiment of an inventive railway wagon 30, whereby the communication modules 136 and 137 correspond to the previously described communication module 68. The smartphone 105 and the tablet 113, may each respectively act as a presentation means 192 of an embodiment of the inventive connected informative positioning assistance system 180, described previously herein. The data storage unit 119 may have functionality and data to act as the remote data storage 191 of the connected informative positioning assistance system 180. The computing means 122, and/or even the smartphone 105 or the tablet 113, may also have functionality and hold software to act as computer 190 of the connected informative positioning assistance system 180. Platforms of the terminals, Terminal A and Terminal B, 138 and 139, may have the features described in relation to the preferred embodiments of an inventive platform 40 as described above, in particular to be arranged so as to interact with a railway wagon 30 during loading and off-loading of a trailer 20 from a railway wagon 30, e.g. by providing a common height over the railway tracks. The trailers 104 and 109, tractors 107,111, railway wagons 129, 130, and Terminals 138, 139, may thus also be arranged to be connected to a positioning assistance system as previously described and to perform the loading and offloading procedures with phases 201-204 and steps 206-213 and with phases 220-222 and steps 223-229, described above with reference to Figs. 16 and 17.

The management system 200 for cargo and cargo carriers, the use thereof and the process for managing cargo and cargo carriers will now be closer described, still with reference to Fig. 18, but also with reference to Figs. 19-23.

The main phases and steps of the method for cargo management are illustrated in Fig 23. These phases are in the following denoted: phase 150 "Pre transport", phase 151 "Road 1", phase 152 "Terminal 1", phase 153 "Railway", phase 154 "Terminal 2", phase 155 "Road 2", and phase 156 "After transport". The different steps within these phases will be closer described below.

Figs. 19-22 indicate and exemplify suitable content of a database 159 stored on the data storage means 119, for use with the management method. The database 159, as indicated in Fig. 19, can be outlined as having two layers 160, 161. A first, lower, layer 160 comprises different basic information on components of the system, here "Vehicles" 162, "Locations" 163 and "Operators" 164 are indicated, as well as relations between these in the form of location data relations 165 and operator data relations 166, as will be further explained below. Most of the information in the first layer 160 is quite static. In a second higher layer 161 the cargo transport management data is handled. The information in the second layer 161 is more dynamic and builds partly on the information stored in the first layer 160. Here data relating to planned, ongoing and completed cargo transports are managed. Data from the first and second layers are also used for positioning assistance data and activities 167 as previously discussed in relation to the connected informative positioning assistance system 180 and to the loading and off-loading processes indicated by phases 201-204 and steps 206-213, indicated in Fig.16 and phases 220-222 and steps 223-229, indicated in Fig 17, which will also be closer described below. It should as previously explained be understood that a remote data storage means 192, previously discussed in relation to the method and system for loading and off-loading with reference to Figs. 14 and 15, may be provided by the database 159 on storage means 119.

Fig. 20 shows closer exemplifying and more detailed data content and data structures in the first database layer 160. The three groups of data or data tables, data group 162 "Vehicles", data group 163 "Locations" and data group 164 "Operators", and some data fields and data areas therein are presented here. The term data area will in the below denote multiple data fields. Only a subset of the information is presented here to illustrate the functionality, and it should be recognized that further data fields typically are suitable to provide for good functionality. As an outline can be mentioned that the data group 162 "Vehicles", typically contains information about different vehicles of the system 200, i.e. trailers, railway wagons and tractors connected to, represented in or managed by the system 200. Within the data group or table 162 "Vehicles", a first field is the field 315 "Vehicle ID", which holds a unique identifier for each single vehicle represented in the system 200. The second field is field 316 "Type", which for each vehicle (Vehicle ID) in field 315, denotes the vehicle type: "Trailer", "Tractor" and/or (Railway) "Wagon".

A third field or rather data area, data area 317 "Operator", applicable for all three vehicle types, provides information on the relations of one or more operators to the specific vehicle. Typically, this would be at least one field providing information of the type "operated by". As will be explained below, relations to multiple operators may also be present and displayed, such as "owned by", "leased by", "operated by", "operated for", "transporting for". Thus, the data area 317 "Operator" may in itself comprise multiple fields.

In data area 318 "Specifics", other information and specifications for the particular vehicle may be defined. This information may relate to specifications for weight, measurements, capacity, etc. As indicated in Fig. 20, the data area 318 may typically represent a number of fields with specifying data related to the vehicle, e.g. as determined by each vehicle type. For trailers, the data in data area 318 "Specifics" may be related to physical measurements, such as weights and weight allowances, overall length, height, position of upper coupler means, in particular the kingpin position, number of axles and positions thereof and number of wheels and sizes thereof. Of particular benefit is all data that impact precision maneuvering, coupling or de-coupling of the trailer, such as for loading it on or off-loading it from a railway wagon according to the previously described method. The data may also hold information about the type of trailer and what kind of loads it is suitable for and information about the trailer being covered or open, being arranged for cooling the load or for carrying liquids (tank trailer).

For tractors, the data area 318 "Specifics" may also be related to information about the physical outline, such as length, wheel outline and position of different wheels and height and position of fifth wheel coupling. Of particular benefit is all data that impact coupling, decoupling, or precision maneuvering of a trailer, such as for loading it on or off-loading it from a railway wagon according to the method described above, including turning ability and turning radius for the tractor. The data should preferably also hold information about height, width, and allowable load.

The data group "vehicles" 162 of the database further holds information about vehicles of type "railway wagons" available for transports. Also here, data area "Specifics" 318 holds information related to physical data, such as overall length, length of loading area, width, and ability to hold different trailer types and weights. Of particular benefit is all data that impact coupling, de-coupling, or precision maneuvering of trailer by a tractor, such as for loading a trailer onto or off-loading it from a railway wagon according to the method described above. The data may further include information about any restrictions and allowances for different railway sections related to a railway wagon.

Data area 319 "Position" defines the position of the vehicle and contains more dynamic data. Also the data area 319 "Position" may comprise multiple fields, e.g. "present position", "planned position", "last registered position" or "past positions". For railway wagons the data area 319 may also include information about past, present and scheduled future trains that the wagon has, is and will be part of.

As may be understood also further information may be stored in relation to each vehicle, which is illustrated by data area 320.

Now moving to the data group 163 "Locations" of the first layer 160 of the database. The data group, or table, 163 "Locations" holds four typical data information areas. The first data area, data area 310 "Location ID", is typically a field comprising a unique identifier for each location. The second data area, field 311 "Type", is typically a single field holding information related to the type of location, "Road" or "Railway" as will be explained further below. Data group 163 "Locations", further holds a data area for operator relations, data area 312 "Operator", similar to the previously described data area 317 of the data group 162 "Vehicles". Also here, multiple relations may be represented in addition to "Operated by". Data group 163 "Locations" also holds a data area 313 "Specifics", with specific information related to each specific location, as will be explained further below. Data area 314 illustrates the opportunity to also add further data and information related to each location in the system.

In the data area 311 "Type", the specific type "Road" represents different locations for loading or filling up a trailer with a cargo to carry, and locations for discharge or off-loading of the cargo content of a trailer, such as trailer docks, piers or terminals at factories and warehouses. The type "Road" thus indicates that the access for picking up or dropping off, or just stopping a trailer for loading or off-loading activities is via road access. For these transport points of type "Road", relation information about operator or owner is provided in data area 312 "Operator". In data area 313 "Specifics", further information is provided regarding the position of the transport point, such as GPS coordinates or street address. Also, direct information regarding different trailer positions at the location, such as different piers or docks, may be available in data area 313 as well as instructions for how to find the way on the premises of a location, when applicable. The information of data area 313 may also hold information about any check in requirements/clearance requirements or specific security requirements at the specific location.

In the data area 311 "Type", the specific type "Railway" represents railway terminals for loading trailers onto railway wagons and/or off-loading trailers from railway wagons, i.e. for shifting between road transport and train transport. Also regarding these locations, the data area 312 "Operator", holds information on relation to operator or owner. In the data area 313 "Specifics", also information about location/position of the railway terminals is provided, such as GPS coordinates and/or street address. The database typically further holds information about different possible trailer positions and on how to navigate within the railway terminal such as how to find different platforms and train and/or wagon positions. The information of data area 313 "Specifics" may further include information regarding check in, security and clearance procedures and requirements at each specific terminal.

Connected to the data group 163 "Locations" is also a data group 165 "Location relations", holding information about the relations between different locations. Locations stored in the data group 163 "Locations", as represented by "Location ID", are in the data group 165 "Location relations" connected to information about the relation between different locations and how they are accessible to and from one another by suitable means. The distance between locations is typically indicated, either by the shortest direct distance or the by distance necessary to travel on road or rail. The relation information may also include any other suitable basis for cost calculations of a transport between two sites. The information regarding the relations may also include driving instructions between two different sites with road access. Only sites that are accessible from one another have a distance notice. Fig. 22 shows schematically how different locations, and their relations may be visualized. Railway terminal "Terminal A", 138, of type "railway" is via a railway network 120 connected to railway terminal "Terminal B", 139, and "Terminal C", 140. Terminal A, 138, is via a road network connected to locations 101, 141, 142, all three of the type "Road". Similarly Terminal B, 139, is connected to locations 115, 143 and 144 of the type "Road", and "Terminal C", 140, is connected to locations 145, 146 and 147 of the type "Road". Thus, the railway terminals 138, 139, 140 form intermodal hubs with road connection to different locations 101, 141, 142, 115, 143, 144, 145, 146, 147 where a transport may begin or end. As apparent from Fig. 22, the database 159 may also, when suitable, hold information about access between different "road" type terminals, as indicated with dash lines 149 as the road connection between sites 142 and 143. The relations and distances discussed above and illustrated in Fig. 22, may be represented, and implemented in data group 165 in different ways. An example of one implementation opportunity will below be illustrated in Fig. 24. Data groups 163 "Locations" and 165 "Location relations" are connected as indicated by 168, typically via common identifier in field 310 "Location ID".

Returning to Fig 20, illustrating that the first layer 160 of the database 159 also comprises a data group 164 "Operators", which holds information about different stakeholders in the system. Such stakeholders are in the system called "Operators". These may be cargo owners, operators and/or owners of different vehicles in the system, such as railway companies, tractor owners or tractor fleet operators, trailer owners and operators and different providers of cargo management and transport. Different stakeholders integrating services in different ways in the transport value chains may also be included. In relation to such stakeholders, various details such as roles played in the transport chain and names, addresses and similar are recorded. The database 159 also holds relations to different vehicles and sites as well as relations in between different operators and possibly even different agreements between operators, such as discounts or prices for different services.

Now turning to the structure of the data group 164 "Operators", which typically comprises the core data areas: data area 321 "Operator ID", data area 322 "Role" and data area 323 "Specifics". Further other data areas may also be included, as illustrated by Field 324. Data field 321 "Operator ID" is typically a field comprising a unique identifier for each operator. Data area 322 "Role" typically holds several fields, as an operator in the system may play different roles in the cargo transportation ecosystem, as indicated above. The data area 323 "Specifics" indicate all relevant specific data related to a specific operator, such as address and other details, and would typically comprise multiple fields. Similarly to the above discussed fields 314 and 320 of data groups 163 "Locations" and 162 "Vehicles", respectively, also the data group 164 "Operators" is illustrated with a data area 324, indicating the opportunity to include various further fields related to various operators/stakeholders.

Connected to the data groups 163 "Locations", 162 "Vehicles" and 164 "Operators" is also a further data group 166 "Operator relations", holding information about the relations between various operators and different locations and vehicles. The data group 166 "Operator relations" is linked with data groups 163 "Locations", 162 "Vehicles" and 164 "Operators" by a connection 169, typically provided by primary connections between fields 310 "Location ID", 315 "Vehicle ID" and 321 "Operator ID". The link 169 is further provided by secondary connections between data areas 312 "Operator" of data group 163 "Locations", data area 317 "Operator" of data group 162 "Vehicles" and data area 322 "Role" of data group 164 "Operators". Thus, the data group 166 "Operator relations" also encompasses the opportunity that various operators/stakeholders may have different roles in relation to different locations and vehicles, still securing clear relations between the different identities and roles. Additional information related to each relation may as mentioned above also be provided in the data group 166 "Operator relations". The representation of various relations and the implementation of the data group 166 "Operator relations" and link 169 may be realized in various way and will not be closer described herein. An illustrating example of an implementation will be provided below with reference to Fig. 24. Data group 165 "Location relations" and 166 "Operator relations" may also be linked as indicated by link 170, to also encompass operator relations in relation to various location relations, as will be exemplified further below.

Reference is now made to Fig. 21, which shows an embodiment with exemplifying content of the second layer 161 of the database 119 and the more dynamic information stored for cargo transport management. Herein the information is related to transports managed by the system 200. Only a subset of the information is presented here to illustrate the functionality, and it should be recognized that a few further data fields typically are suitable to provide for good functionality. The second layer typically contains four table types or data groups, whereof one master table and three tables bundled in a cargo transport data group.

First of all is provided a cargo transport master table 279 "Cargo transport list", comprising a list of all transports of the system by an identifier for each cargo transport, a transport ID. Thus, each cargo transport, planned and executed in the system is as indicated above denoted with a unique identifier illustrated by a list of fields 283 "Transport ID X" in the master table 279 "Cargo transport list". Secondly, for each cargo transport several details are stored, herein depicted with data related to the cargo and to different locations during the transport of the cargo from a start destination, where it is picked up by a trailer, to an end destination, where it is dropped off from a trailer, via road, railway terminals and railway transportation of said trailer. This information is for each transport ID captured in a specific and unique cargo transport data group 278 of the type indicated in Fig. 21. In each cargo transport data group 278, an overview table 280 "Cargo transport" is provided, for each cargo transport, which in addition to field 283 "Transport ID" comprises data regarding information about the cargo, field 284 "Cargo info" and information about the cargo carrier of the transport, i.e. field 285 "Trailer ID". Additionally, each cargo transport holds a few location specific tables 281, "Location X", typically four tables, Location 1, Location 2, Location 3, and Location 4, representing data related to the transport of the cargo from start to delivery. As the different transactions and activities of the cargo transport are concentrated to locations, it is suitable to structure the cargo transport data by location. For a typical cargo transport, Location 1 represents the start position of the cargo transport, where a trailer is picked up by a tractor. Location 2 represents a first railway terminal, where the trailer is loaded onto a railway wagon for railway transport. Location 3 represents a second railway terminal, where the trailer is off-loaded from the railway wagon for road transport to a final destination, Location 4, where the trailer is delivered and parked for offloading of the cargo. Each cargo transport also holds a status table 282 providing information about the status of the transport. Thus, the overview table 280 "Cargo transport", the four location tables 281 "Location 1-4" and the status table 282 "Status" are for each cargo transport (and cargo transport ID) combined in a cargo transport data group 278.

In the following the content of data tables 280, 281, 282 in a cargo transport data group 278 will be explained with reference to Fig. 21. Looking first closer at the overview table 280 "Cargo transport", the first field is field 283 "Transport ID" providing the identifier of the specific cargo transport and the link between each cargo transport data group 278 and the master table 279 "Cargo transport list". The cargo information, data area 284 "Cargo info", includes information on size, weight, form of the goods, and typically may include multiple data fields. Table 280 further includes information regarding the identity of the cargo carrier, i.e. the trailer selected for the cargo transport, field 285 "Trailer ID". This information thus also connects to all the information related to the specific "Vehicle ID" stored in the first database layer 160, i.e. the information provided in field 315 "Vehicle ID" in data group 162 "Vehicles" for the specific trailer and thereto related information. Table 280 "Cargo transport" may, as indicated by field or data area 294, also hold various other information stored related to the cargo and the transport thereof.

Now turning to the Location tables 281 "Location X", wherein information is stored in relation to the different locations for change of vehicle transporting the trailer and thus the cargo. As indicated above, these locations typically comprise a Location 1, where the specific trailer is picked up by a first tractor; a Location 2 represented by a first railway terminal, where the first tractor leaves the trailer which at Location 2 is loaded onto a railway wagon and transported further via train; a Location 3 represented by a second railway terminal where the specific trailer arrives via train and is off-loaded for further transportation via road by a second tractor; and a Location 4, typically a final delivery location, where the trailer is parked/dropped off or the cargo otherwise is off-loaded from the trailer. It should however be understood that a cargo transport also may comprise fewer locations than four, e.g. when the starting point or the destination is accessible via railway, such as for a factory having direct access to a private or public railway terminal, or when the cargo transport comprises more than four locations, e.g. when a partial loading or off-loading of cargo is arranged.

The cargo transport data group 278 also holds data fields relating to present status of the transport in table 282 "Status", where status is updated with information about the specific cargo transport, as will be explained below.

Looking closer at Table 281 "Location X", the content of the various data fields will now be explained. The first field 286 "Location ID" relates to the identity each location is represented by in the database 159 and connects with all related information in the first layer 160 of the database 159, via field 310 "Location ID" of data group 163 "Locations", see Fig. 20. The second field 287 "Arrival vehicle" relates to the vehicle transporting the trailer to the specific location, "Location X", for the specific cargo transport indicated in field 283 "Transport ID". In relation to a first starting location, "Location 1", for a cargo transport this field may be empty. Next field, field 288 "Departure vehicle", relates to the Vehicle ID of the vehicle scheduled for transporting the specific trailer away from the specific location, Location X, in relation to the specific cargo transport. Thus, in relation to a final delivery location, Location 4, this field may typically be empty. Field 289 "Arrival date, time", indicates when the specific trailer is scheduled to be parked/dropped off at the specific location, Location X. This field may thus, like field 287, typically be empty in relation to the first starting location, Location 1, of a cargo transport. Field 290 "Arrival position", typically relates to the specific internal position where a trailer, with cargo, is scheduled to be parked at a specific location. The specific position information is typically related to a specific pier, quay, platform, or parking place at the location X. Like fields 287 and 289, this field is typically empty in relation to a first starting location, Location 1, for a cargo transport. Field 291, "Departure date, time" relates to the scheduled pick-up date and time for a trailer at Location X, i.e. when a tractor, i.e. a tractor indicated in field 288, is scheduled to pick up the trailer at the location. When the trailer is scheduled to departure via train, i.e. when the location is a railway terminal, Location 2, then this field 291 "Departure date, time" typically denotes the departure time and date for a train including the railway wagon carrying the trailer. This field is typically empty when the location is a final delivery location, Location 4. Finally, field 292 "Departure position" relates to the specific internal position at Location X where the trailer is scheduled to be picked up by a tractor, i.e. the tractor identified in field 288 "Departure vehicle" or the specific position of the railway wagon, i.e. where the trailer is loaded onto the railway wagon, at a location where the trailer is scheduled to be transported further via train. As can be understood from the above, this field is typically empty at the final delivery destination, typically location 4. As can be readily understood, also further information related to activities, positions, operators, and equipment at a specific location may be useful. Field 293 represents the opportunity to add one or more data areas or data fields as convenient. The detailed implementation of further data areas or fields will however not be closer described herein.

In the following the data of table 281 "Location X" will be further explained in relation to each location of a typical four location cargo transport. As can be understood from the above, information in table 281, when related to Location 1, thus includes information about the starting and trailer pick up location itself, in field 286 "Location ID". Table 281 will further also hold information about a first tractor selected to pick up the trailer in field 288 "Departure vehicle", namely the "Vehicle ID" of the first tractor, as indicated in field 315, see Fig. 20. The table 281 will further hold details related to the pick-up, such as date and time for pick up, field 291 "Departure date, time", and trailer position at location, Field 292 "Departure position". Fields 287 "Arrival vehicle, 289 "Arrival date, time", and 290 "Arrival position" will for Location 1 typically be empty, as indicated above.

For location 2, typically a first railway terminal is indicated in field 286 "Location ID". Field 287 "Arrival vehicle" will provide a vehicle ID for the first tractor scheduled to bring the trailer to the railway terminal, i.e. the same Vehicle ID that is presented in field 288 "Departure vehicle" for Location 1. As Location 2 typically is a Railway terminal, field 288 "Departure vehicle" will indicate a vehicle ID of a railway wagon scheduled for the railway transport. Field 289 "Arrival date, time" will indicate the scheduled time for the first tractor to park the trailer, either a time for when the trailer should be loaded onto the railway wagon by the first tractor, or alternatively, a time for parking the trailer at an intermediate parking at the railway terminal, for final loading by a terminal tractor or other loading means at the railway terminal, such as a crane or a heavy lifting truck. Field 290 "Arrival position", indicates thus where the trailer should be parked by the first tractor, either loaded onto a specified railway wagon at a specific platform or, alternatively, an intermediate parking position for loading by other means. When the first tractor is scheduled to load the trailer directly onto the railway wagon, the field 290 "Arrival position" will typically provide information about wagon and train identities and terminal specific position information, such as platform, track, and wagon position information. Fields 291 "Departure date, time" and 292 "Departure position" will for Location 2 typically indicate the departure date and time of the train including the railway wagon with the trailer, and the position of the specific railway wagon at the railway terminal.

The data of a specific cargo transport represented in cargo transport data group 278 is, as previously mentioned, connected to data in the first data layer 160, see Fig. 20, thus providing indirect data that is accessible during the cargo transport. Reference is in addition to Fig. 21 now also made to Figs. 18, 19 and 20. At Location 2 such indirect data regarding a trailers physical outline, such as length, wheel and king pin positions may be used for positioning assistance. Similarly, information about a tractor's length, and relative positions of wheels and fifth wheel may also be used for positioning assistance. As indicated in Fig. 19, positioning assistance management 167, as previously described e.g. with reference to Figs. 16 and 17 in relation to the loading and off-loading procedures with phases 201-204 and steps 206-213 and with phases 220-222 and steps 223-229, is also linked to the various parts of database 159. A device with computing capability, such as devices 105 in Fig 18, connected to the management system 200, accessing a program for calculating a suitable path for loading a trailer, may also use this data from both layers 160, 161 of database 159, by providing the calculating program with said data or by the calculating program accessing this data in the describe fields and data areas of the database 159. Thereby data in the data area 318 "Specifics", in data group 162 "Vehicles" for the specific vehicles involved, i.e. tractor, trailer and wagon, may be accessed.

Although not shown here, it should be understood that more information about the check in and treatment at the train terminal may be useful. Also, though not presented in Fig. 21, the database 159 may further hold information about one or more operators responsible for services at a terminal, e.g. Location 2. Such services may relate to check in, railway clearance, internal transportation and loading and may thus also qualify for financial compensation.

Location 3 is typically a second railway terminal, thus field 286 "Location ID" of table 281 typically denotes the identity of a railway terminal. Field 287 "Arrival vehicle" typically relates to the Vehicle ID of the railway wagon of Field 288 of location 2. Field 288 "Departure vehicle" of Location 3 thus indicate the vehicle ID of a second tractor scheduled to pick up the trailer at the second railway terminal. Field 289 "Arrival date, time" indicate when the train including the railway wagon carrying the trailer, is scheduled to arrive at the second railway terminal. Field 290, indicate the arrival position of the railway wagon with the trailer, thus typically a platform position. Field 291, departure date and time indicate for Location 3 typically the scheduled date and time for pick-up of the trailer by the second tractor. Field 292 thus typically also indicate the position within the second railway terminal where the trailer is scheduled to be picked up by the second tractor.

Like in relation to the first railway terminal, at Location 2, table 281 may for the second railway terminal, at Location 3, further hold information about one or more operators involved in activities at the railway terminal.

Finally for Location 4, the information of field 286 "Location ID" typically indicates the identity of the location for the destination of the cargo transport, i.e. the delivery of the trailer carrying the cargo. Field 287 comprises the Vehicle ID of the second tractor pulling the trailer from the second railway terminal to the delivery location, i.e. the same Vehicle ID as in field 288 of table 281 for location 3. As mentioned above field 288 is typically empty for location 4, as final delivery point. Field 289 "Arrival position" indicate the parking or delivery position for the trailer at location 4, typically a pier or quay for the off-loading of the cargo from the trailer. Fields 291 and 292 are, as mentioned earlier, typically empty for location 4, as final destination of the cargo transport.

In the following, also table 282 "Status" of cargo transport data group 278, will be described briefly. It includes in the illustrating example two fields, field 331 "Present position" and field 332 "Present status". The first field, field 331 "Present Position", is arranged to provide information regarding the position of the trailer, and may be presented in different manners, such as through present coordinates, estimated distance to a next destination or a last recorded or know position. The position of the trailer may either be directly determined or indirectly via the position of an associated vehicle, such as a tractor connected to the trailer or a railway wagon carrying the trailer. The position data is preferably also synchronized with a corresponding field in data area 319 of data group 162 in the first data layer 160. The position may be determined by a position tracking means, such as a GPS and/or cellular phone connection, either belonging to the trailer or to an associated vehicle. The field "Present status" typically provides one status indication from a list of status alternatives. In the illustrated example the different status alternatives are: 341 "Transport scheduled", 342 "Tractors instructed", 343 "Road transport 1", 344 "Loading", 345 "Trailer loaded", 346 "Railway transport", 347 "Off-loading", 348 "Road transport 2", 349 "Transport finalized" and 350 "Admin finalized". It should however be understood that more or different status alternatives may be useful.

The above description of the tables of the second layer 161 of the database 159 will also be further understood by the description with reference to an illustrating user example further down in the below description.

The management system and method for management of cargo and cargo transports, will in the following be further clarified with reference to an exemplifying description of the management of a transport of goods, referring to the previously described Figs. 18-21 and to the flowchart of Figs. 23. Reference will in the following also be made to Figs 24 and 25, which represent the content of database 159 populated with specific example data according to the illustrating example.

Reference will first be made to Fig 23, illustrating various phases and steps of a presently preferred embodiment of the inventive process for managing cargo and cargo carriers. The process comprises seven phases: 150 "Pre transport", 151 "Road 1", 152 "Terminal 1", 153 "Railway", 154 "Terminal 2", 155 "Road 2", and 156 "After transport", whereof each phase comprises one or more process steps. First, phase 150 "Pre transport" will be described closer, including step 240 "Order transport", step 241 "Schedule transport", step 242 "Instruct tractor 1" and step 261 "Instruct tractor 2".

The first step, step 240 "Order transport", will now be closer described with reference also to Figs. 18, 20, 21, 24 and 25. In the example an operator, more precisely a manufacturer of goods 131 with office 133, orders a cargo transport of a full trailer load, from manufacturer's 131 factory site 101 to a customer at location 115. More specifically, the cargo transport involves a shipment from factory building 102 to customer's warehouse 116, see Fig. 18. The shipment, or cargo transport, involves in the example shipping a trailer load of boxes at a total weight of 8000 kg. The cargo is due to be picked up after noon November 10 and to be delivered before noon on November 12 on a given year. The order is placed by operator 131 accessing the server 122, via computer 132 and communication network 118, and requesting the order via a web form (not shown). It should be noted that the order also may be entered from another place and device and can also be provided to the system either from computer 103 at the factory site 101, from computer 117 at the location 115 of the receiver of the goods or from a device belonging to a transporter of goods, such as cell phone 105 or tablet 113. Also any other company having relevant access and authority and coordinating a transport or only parts thereof, whether operating its own equipment, such as tractors, trailer, railway wagons or someone else's equipment or mainly coordinates and integrates the transport activities, may access the system 200 to place an order.

In the following, the next step "Schedule transport" 241 will be described in detail. Another operator, a transport service provider 126, with office 127 receives the order, via computer 128. The transport services provider 126 integrates in the example multiple transport operators such as railway companies and trucking companies and offers end-to-end transport services. In the example the transport service provider 126 also operates a fleet of tractors and trailers within the geographic areas related to Terminal A, 138, and Terminal B, 139. Thus, operator 126 also operates tractors 107 and 111 and trailers 104 and 109 in the example. The transport services provider 126 plans and schedules the transport via the system 200, i.e. a computer program run on server 122 and data stored on database server 119, and with different operators connected to the system.

In the management system 200 the order is during the scheduling activity stored as a number of trailer loads, a first geographic position and address from where the cargo shall be picked up, a second geographic position and address of the cargo destination and the identity of the operator responsible for the scheduling. The system has, as explained above, information stored in the database 159 about geographic positions of different locations, such as train terminals, warehouses and factories, and train and wagon availabilities at different terminals. As should be understood from the description in the foregoing, the system also holds information about available and preferred trailers and road transport operators. With this data, the system 200, with data storage means 119 comprising database 159 and computing means 122 comprising cargo and cargo transport management software, is able to calculate the most suitable train terminals and to find availability of a suitable railway wagon on a suitable train as well as availability of a suitable trailer (cargo carrier) and suitable tractors for the journey to and from the railway terminals. This scheduling step is in itself not further disclosed herein.

Based on data in the database 159, the result is a selected trailer, a suitable journey with suitable terminals, choice of wagon and of a first tractor for transport from starting point to a first terminal as well as a second tractor for the transport from the second terminal to the end destination of the cargo transport.

Reference is now made to Fig 24, illustrating example data for the first layer 161 of database 159, related to the transport example, mentioned above and to locations, vehicles and operators illustrated in Fig 18. The information provided in Fig. 24 is based on some further assumptions related to Fig. 18, namely that operator 123 operates train 108, including railway wagons 129 and 130 and that railway terminals, Terminal A, 138, and Terminal B, 139 are operated by operator 138 (Terminal A) and operator 139 (Terminal B).

The data group 163 "Locations" holds, as mentioned above with reference to Fig. 20, information about different locations available for the transport services provided and managed from the system 200. Columns 310, 311 and 312 in Fig. 24 represent the fields with same reference numbers of Fig. 20. Related to the illustrating example, the data group 163 "Locations" holds information about factory site 101, having a Location ID "Factory 101" in Field 310, a type "Road" in field 311, and an operator 131 with Operator ID "O 131" in field 312. Operator ID "0131" represents Operator 131 with office 133, indicated in Fig 18. Correspondingly, other locations illustrated in Fig. 18 are also represented in data group 163. Terminal A, with reference No. 138, is represented in field 310 "Location ID" by the identifier "Terminal A", in field 311 "Type" by type "Railway", and in field 312 "Operator" by Operator ID "O 138" representing the identity of the operator of Terminal A, 138. Terminal B, with reference No. 139, is correspondingly represented in field 310 "Location ID" by unique identifier "Terminal B", in field 311 by type "Railway", and in field 312 "Operator" by "O 139" representing the identity of the operator of Terminal B. Similarly, Warehouse 116 at location 115 is in field 310 "Location ID" represented by the identity "Warehouse 116", in field 311 "Type" by type "Road" and in field 312 "Operator" by its operators' identity in the system: "O 115".

The data group 162 "Vehicles" comprise data related to vehicles illustrated in Fig 18. Columns 315 "Vehicle ID", 316 "Type" and 317 "Operator" in Fig. 24 represent the fields with same reference numbers of Fig. 20. Tractor 107 of Fig. 18 is represented in Fig. 24, with vehicle ID "Tractor 107" in field 315 "Vehicle ID", with type "Tractor" in field 316 "Type" and Operator ID "O 126" in field 317 "Operator". Correspondingly, tractor 111 is represented by Vehicle ID "Tractor 111" in field 315 "Vehicle ID", by type "Tractor" in field 316 "Type", and by Operator ID "O 126" in field 317 "Operator". Similarly trailer 104 is represented by Vehicle ID "Trailer 104" in field 315 "Vehicle ID", by type "Trailer" in field 316 "Type" and by Operator ID "O 126" in field 317 "Operator", whereas trailer 109 is represented by Vehicle ID "Trailer 109" in field 315 "Vehicle ID", by type "Trailer" in field 316 "Type" and by Operator ID "O 126" in field 317 "Operator". Following the same pattern railway wagon 129 is represented by Vehicle ID "Wagon 129" in field 315 "Vehicle ID", by type "Wagon" in field 316 "Type" and by Operator ID "O 123" in field 317 "Operator" and thus railway wagon 130 is represented by Vehicle ID "Wagon 130" in field 315 "Vehicle ID", by type "Wagon" in field 316 "Type" and by the Operator ID "O 123" of operator 123 in field 317 "Operator".

The data group 164 "Operators" comprise data related to operators illustrated in Fig 18. Columns 321 "Operator ID", 322 "Type" and 323 "Specifics" in Fig. 24 represent the fields with same reference numbers of Fig. 20. Thus operators 131, 127 and 123, and operators 138 and 139 are represented in data group 164. Thereby operator 131 is represented by its Operator ID "O 131" in field 321 "Operator ID", by type "Producer" in field 322 "Type", and by its address "Address 133", indicated in field 323 "Specifics". Correspondingly, operator 126 is represented by its identity in the system "O 126" in field 321 "Operator ID", by types "Transport management" and "Tractor and trailer fleet operations" in field 322 "Type", and by "Address 127", indicated in field 323 "Specifics". Similarly, Operator 123 is represented by the unique Operator ID "O 123" in field 321 "Operator ID", by type "Railway transport" in field 322 "Type", and by "Address 125", indicated in field 323 "Specifics". Additionally, Operator 138 is represented by Operator ID "O 138" in field 321 "Operator ID", by type "Railway terminal management" in field 322 "Type", and by "Address 138", indicated in field 323 "Specifics", whereas Operator 139 is represented by its Operator ID "O 139" in field 321 "Operator ID", by type "Railway terminal management" in field 322 "Type", and by its address "Address 139", indicated in field 323 "Specifics".

Data group 165 "Location relations" in Fig 24 comprise data related to the different relations relevant for the cargo transport example. Thus, the locations with location IDs "Terminal A", "Terminal B", "Factory 101", and "Warehouse 116" and their mutual relations are represented with location ID, by type of transport available and distance between the locations. This is for illustration purposes here represented in a matrix with the locations placed both in the left column and in the top row, such that all relations between all the exemplifying locations are available in the crossings of the matrix. Thus, data is only entered in the fields crossing locations in the first row having a transport connection with locations in the first column. Data will with this way of illustrating, also be presented twice as the crossings will appear twice. Thus, for the relation between "Factory 101" and "Terminal A", field 165a indicate transport connection type "Road" and distance "30 km"; for the relation between "Terminal A" and "Terminal B", field 165b indicate transport connection type "Rail" and distance "500 km"; and finally for the relation between "Terminal B" and "Warehouse 116", field 165c indicate transport connection type "Road" and distance "25 km". As the system is arranged to optimize transport and usage of rail where feasible, no direct road distances between Factory 101 and Warehouse 116 is indicated in the example. It should however also be noted that it is possible to provide road distance alternatives also for longer distances in the first layer 161 of database 159, e.g. in data group 165 "Location relations".

Even though not illustrated here, data group 165 "Location relations" may further hold direct cost related data associated with transports between the different location, such as for the road transport from "Factory 101" to "Terminal A", for the railway transport from "Terminal A" to "Terminal B", and for the final road transport from "Terminal B" to "Warehouse 116". Thus, total cost can be visible through the system, and operator or sub supplier costs for different legs or sections of the transport can also be visible. The costs can be automatically calculated using geographic data, such as direct distance or actual travel distance between different positions, or the costs can be related to stored fix values for each transport between two different positions. The database 159 may in its first layer 160 also hold data on various discounts and other agreements between operators impacting the final cost, thus data group 165 "Location relations" may as mentioned previously also be connected with data group 166 "Operator relations", illustrated by connection 170. This connection 170 may be provided by Operator ID's being related to different transport sections, such as 165a, 165b or 165c.

Data group 166 "Operator relations" provides relations between different operators and vehicles and locations related thereto. Thus, related to the example illustrated in Fig. 18 and described above, operator 131 with Operator ID "O 131" is noted having responsibility for the management of its head office "Office 133" and production site "Factory 101", operator 126 with Operator ID "O 126" is noted as having management responsibility of trailer 104 and tractors 107 and 111, as indicated by the respective vehicle IDs. Operator 123, as provider of train transport services, is noted as having responsibility for railway wagons 129 and 130 and also for regularly operating train 108, as indicated by the respective vehicle IDs. Operators 138 and 139 with Operator IDs "O 138" and "O 139" are noted as having management responsibility of Terminal A respective Terminal B. As Fig. 24 for ease of understanding illustrates a simplified exemplifying embodiment, the complexity of data group 166 "Operator relations" that may be useful in reality is not fully represented. Thus, according to one not illustrated solution, also each operator's role in relation to each vehicle or location may be represented in data group 166 "Operator relations". According to a further preferred embodiment, also not illustrated in Fig. 24, relations between different operators may be represented in data group 166 "Operator relations".

Reference is now also made to Fig. 21. The result of this planning and scheduling effort of step 241 in Fig. 23, leads to the creation of a transport ID which populates the cargo transport master table 279 and correspondingly the creation and the population of a cargo transport table group 278, including tables 280, 281 and 282, in the second layer 161 for transport management of database 159. In the overview table "Cargo transport" 280, field 283 is updated with a transport ID, which is created as a unique identifier by a transport ID generator of the system 200. Table 280 is further updated with information about the cargo in data area 284, and with the vehicle ID of the trailer selected for the transport, in field 285. Also a number of (typically four) tables "Location X" are populated at this stage, with information of fields and data areas 286-293. Finally, the field 331 "Present position" Is updated with an indication of the geographic position of the selected trailer and field 332 "Present status" is updated to status alternative 341 "Transport scheduled".

Reference is now also made to Fig. 25, showing contents of the second data layer 161 populated with exemplifying data related to the illustrating example mentioned above. During the scheduling activity, cargo has been scheduled to be performed via road from the pick-up location 101 to a first train terminal, "Terminal A" 138, via train from the first terminal "Terminal A" 138 to a second train terminal, "Terminal B" 139, and via road from the second train terminal "Terminal B" 139 to the end destination at "Warehouse 116". Additionally, a trailer 104 with vehicle ID: "Trailer 104", has been selected as the cargo carrier for the cargo transport, from location 101 to location 115. Further, a first tractor 107 with vehicle ID "Tractor 107" has been selected to pick up the trailer 104 at the starting point "Factory 101" and haul it to the first train terminal, "Terminal A" 138. A specific railway wagon 130, with vehicle ID "Wagon 130", scheduled to depart with a train 108 from "Terminal A" 138, has been selected for carrying the trailer 104 via rail to "Terminal B", 139. And finally, a second tractor 111, with vehicle ID "Tractor 111", has been selected for hauling the trailer 104 from "Terminal B", 139 to the end destination, "Warehouse 116". During the scheduling activity, also a unique Transport ID has been generated, "T001".

Turning now to Fig. 25, which shows the content of the cargo transport data group 278 populated for the specific example of transport "T001". Starting with the overview table 280 "Cargo transport", field 283 is populated with the specific Transport ID "T001" and two fields of data area 284 "Content" and "Weight" are populated with info "Boxes" and "8000 kg", respectively. Further, field 285 "Trailer ID" is populated with the vehicle ID of the selected trailer, "Trailer 104". The status table 282 is populated with the present position of the trailer 104 in field 331 "Present position" and with the present status of the cargo transport process in field 332 "Present status". This will be explained in more detail further below.

Table 281 "Location X" has been the basis for generation of four tables, 281(1) "Location 1" , 281 (2) "Location 2", 281(3) "Location 3" and 281(4) "Location 4", each populated with data related to the respective location. Starting with table 281(1) "Location 1", this table holds the ID of the starting point and first location, "Factory 101" in field 286(1), further field 288(1) "Departure vehicle" is populated with the identity of the first tractor selected to pick up the cargo carrier, trailer 104, i.e. "Tractor 107". Field 291(1) is populated with scheduled departure date and time, i.e. "Nov 10; 12.00" and field 292(1) is populated with detailed information regarding the position of the trailer to be picked up, in this case this information is expressed as "Building 102, Pier 5".

Correspondingly for table 281(2) "Location 2" the following data is provided: field 286 (2): "Location ID", is populated with "Terminal A", i.e. the ID of location 2, i.e. the terminal for the loading of the trailer onto a railway wagon. Field 287(2) "Arrival vehicle" is populated with ID of the tractor delivering the trailer, i.e. "Tractor 107, whereas field 288(2) "Departure vehicle", is populated with the identity of the railway wagon transporting trailer 104 further and the identity of the train, i.e. "Wagon 130; Train 108". Field 289(2) "Arrival date, time" is further populated with the scheduled arrival time of the trailer to the terminal, in the example "Nov 10; 14.00". As the tractor 107 is scheduled to deliver the trailer directly onto the railway wagon, field 290(2) "Arrival position" is populated with the identity of the railway wagon and its position inside the first railway terminal, "Terminal A", 138, here "Wagon 130, Platform D". Field 291(2) "Departure date, time" is populated with the scheduled departure of train 108, here "Nov 10, 15.00". Further, field 292(2) "Departure position" is, like field 290(2) "Arrival position", populated with the position information "Wagon 130; Platform D". Unless the tractor 107 is scheduled to park the trailer at an intermediate parking position, it is normal that fields 290(2) and 292(2) hold the same information.

Also table 281(3) is populated with data in a similar fashion. Thus, field 286(3) "Location ID" is populated with the identifier of the second railway terminal, here "Terminal B". As the trailer 104 will arrive by train, and in this illustrating example with the same train 108 as it departed with from the first terminal, field 287(3) "Arrival vehicle" will correspond to field 288(2) and comprise information about the identity of the wagon and the train, i.e. "Wagon 130; Train 108". As the trailer 104 in this example will be picked up by tractor 111, field 288(3) "Departure vehicle" will hold information about the tractors vehicle identity, "Tractor 111". Field 289(3) "Arrival date; time" will hold information about the date and time of arrival for train 108, here "Nov 11; 08.00". Field 290(3) "Arrival position" provides information of the parking position of the railway wagon, here "Wagon 130, Platform F". Further, field 291(3) "Departure date, time" provides information about the scheduled departure time of tractor 111 and trailer 104 from the second train terminal, "Terminal B" 139, here "Nov. 11, 9.00". The final field 293(3) "Departure position" indicates "Wagon 130, Platform F" which, as tractor 111 is scheduled to pick up the trailer 104 directly from railway wagon 130, coincides with the information in field 290(3) "Arrival position". And finally, table 281(4) is provided with data as follows. Like the other tables 281(l)-(3), field 286 (4) "Location ID" is provided with the identifier for the location, here the location of the end destination "Warehouse 116". Field 287(4) "Arrival vehicle" will thus also hold information about the identifier of the tractor delivering the trailer 104, i.e. "Tractor 111". Field 289(4) "Arrival date, time" is populated with the scheduled delivery time of trailer 104, here "Nov 11; 12.00"; and field 290(4) "Arrival position" is populated with more specific information about where at warehouse 116 the trailer 104 should be parked, here "Building 116; Pier B".

Now turning once again to the status table 282 of the example in Fig. 25, in view of step 241 "Schedule transport" of the flowchart in Fig. 23. The status indication of field 332 "Present status" is after the scheduling step 241 "Schedule transport" updated to status alternative "Transport scheduled" 341.

Even though the process is above described with the population of data in different tables after step 241 "Schedule transport", it should be understood that parts of the tables alternatively may be created already after step 240 "Order transport", such as creating a Transport ID, and populating tables with start point, start time as well as final destination and a target delivery time.

In the following the management of this cargo transport "T001" will be described, with specific reference to Figs. 18, 23 and 25. Now following the example of a transport of goods from factory building 102 at location 101 to the warehouse 116 at location 115, the next step is step 242 "Instruct tractor 1", which involves sending information to the driver of tractor 107, who receives information about the transport via smart phone 105. The data for all the instructions provided to the driver of tractor 107 is typically comprised in the data of database 159, see Figs 19-21. The data related to the transport, i.e. ID of trailer and locations and pick-up and delivery times are provided from the transport management part 161 (second data layer), whereas the data related to location check in procedures and driving instructions are provided from the first layer 160 of the database 159.

The instruction to the driver (not specifically illustrated) is related to what to pick up, in this case trailer 104, as indicated in field 285 "Trailer ID" in Fig. 25, preferably including identification data for the trailer 104. The instruction also indicates where to pick up the trailer 104, in this case location 101 and specifically pier 5 at factory building 102, as indicated in field 292(1). The instruction may typically include the name of the operations, e.g. the address, possible specific driving instructions related to the address and specific pick-up instructions at the address, such as which pier or specific actions to perform in relation to the pick-up. The driver further receives instructions for when to pick up trailer 104, in this case by 12.00 (noon) on November 10, as indicated in field 291(1). Additionally, the instructions include information about where to deliver the trailer 104 and when, see fields 281(2), 286(2), 289(2) and 290(2). Thus, the delivery information typically includes information regarding Terminal A, Train 108, and wagon 130, and specific procedures to perform at Terminal A, 138. Even though not illustrated in Fig. 25, the delivery information may, in addition to the address of Terminal A, 138, include information regarding possible check in procedures at terminal A for the trailer and for the tractor. Field 290(2) holds information about where inside Terminal A the wagon 130 will be positioned, i.e. platform D, and may include additional instructions for how to get there (not illustrated). The instructions also include information about the timing for the delivery, November 10 at 14.00, as indicated in field 289(2) and possibly also last times for different activities such as arrival at Terminal, arrival at wagon, loading on wagon finalized (neither illustrated) and scheduled train departure time, field 291(2) "Departure date, time", here Nov 10; 15.00.

When loading trailer 104 with its cargo content at factory location 101, staff responsible for loading can also have an opportunity to enter or confirm load information, such as type of load, weight or securing method. Loading staff can also perform all possible necessary operations to secure that the load is fulfilling all obligations related to train transportation and may directly enter confirmations thereof into the system in particular in the transport management part (second layer 161 of database 159), via computer 103.

In a parallel, or possibly somewhat later step of the phase 150 "Pre transport", also step 261, "Instruct tractor 2" is performed. This step is similar to step 242 "Instruct tractor 1", but provides instructions to the second tractor 111, scheduled to pick up the trailer 104 at terminal B, 139. Further details thereof will be explained below in relation to phase 154 "Terminal 2".

After the steps 242 "Instruct tractor 1" and 261 "Instruct tractor 2", table 282 "Status", see Fig. 25, is updated by field 332 "Present status" assuming status alternative 342 "Tractors instructed". Thereafter phase 150, "Pre transport", is completed. Next phase is phase 151, "Road 1", and the first step therein is step 245, "Pick up trailer".

Reference is now in particular made to both the flowchart of Fig. 23 and the data in cargo transport data group 278 in Fig. 25 and to Fig. 18. When picking up trailer 104 at factory site 101, the driver of tractor 107 follows the instructions provided through the smart phone 105. Once the trailer 104 is connected to the tractor 107 and ready for road transport, the driver of tractor 107 confirms pick up by an entry to the system via the touch screen of the smartphone 105. Thereby the status of the cargo transport T001 and the trailer 104 is updated in field 322 to status alternative 343 "Road transport 1". Thereby also process step 246, "Road transport 1" is initiated and the trailer 104 is transported to terminal A via the road network 106, as illustrated in Fig.18. The position of the trailer 104 can in the example be determined during the journey via position data related to the smart phone 105, e.g. through position data sent via the mobile network. Thus, field 331 "Present position" may be updated regularly, and different stakeholders may keep track of the position of the trailer 104 and its path towards Terminal A.

When arriving at Terminal A, 138, the next process phase, phase 152 "Terminal 1", is initiated. The first process step in phase 152 is step 249 "Check in Terminal 1". Upon arrival at Terminal A, the driver can access instruction for possible check in, including identification of trailer, tractor and transport service provider and any measures for security and access control. Alternatively, this information may be included in the instructions provided to the driver previously in step 242. Any security staff at railway terminal, Terminal A, 138, may access the cargo management system 200, e.g. via computer 134, and confirm or get access clearance information directly from the cargo management system 200. The railway terminal may alternatively also be equipped with automatic access control, identifying the tractor 107 and trailer 104 as well as even the identity of the driver, by having access to the data in the cargo management system 200, typically data stored in the first layer 160 of database 159. Any such automation may provide for high efficiency and speedy processes. It is also a great advantage for minor railway terminals, where constant staffing of a check-in station may be costly.

When the trailer has arrived at Terminal 1, here Terminal A ,138, field 332 "Present status" is updated to status alternative 344 "Loading". This may be achieved by the driver of tractor 107 indicating the arrival at Terminal 1, here Terminal A, 138, through an update via the smartphone 105. According to alternative solutions, the update may be automatically triggered by a check in process being initiated in the cargo management system 200 related to step 249. Even though it is suggested to update the status of field 332 at check in, it should be noted that the status updated alternatively may be performed before the process step 249 "Check in Terminal 1", between the step 249 "Check in Terminal 1" and the later step of train clearance, step 250 "Train clearance", or even after step 250 "Train clearance", which step 250 will be explained in the following.

The next process step is step 250 "Train clearance". The cargo management system 200 may also provide the driver with train clearance information, and train clearance instructions directly via the smartphone 105. Train clearance may include any measures to secure that the trailer and the cargo, when loaded onto the railway wagon, fulfill all requirements for transportation on specific railway sections and with a specific train, such as load, securing of load, total weight of trailer, height & width, loading position or any other details that may be required for the specific railway sections involved. Thereby a train clearance procedure may be accomplished by the terminal staff or by the driver directly in the system, including completing possible checklists any verification and signing requirements. The clearance may involve a measurement station for manual or automatic measurement of trailer dimensions. In this case, also such measurement station may be connected to the cargo management system 200 to provide a clearance status into the cargo management system 200. In such clearance procedure, the information regarding the loaded trailer 104, and the cargo loaded on/in the trailer 104, may also be available and useable directly in the system 200, and any confirmations provided by staff at factory 102 may also be available and accessible in the system 200. Although not explicitly illustrated, it should be noted that such data may be stored in data area 284 "Cargo info" of data table 280 "Cargo transport" in the second layer 161 of database 159. It is highly advantageous from a time saving perspective to provide for a far automized train clearance procedure. Also the opportunity to limit the need of staff at terminal may be quite important, in particular for minor terminal operations. Although not illustrated in the example provided, it should be understood that the system may have functionality to store and display a status related to the train clearance status.

In the following the optional step "Intermediate parking" 251, indicated with dash lines in Fig. 23, will be explained. After train clearance, step 250, two opportunities are available, see Fig 23. The tractor 107 may either a) drop the trailer 104 off at an intermediate trailer parking area, and leave Terminal A, 138, possibly after picking up another trailer at the intermediate trailer parking area, or the tractor 107 may b) proceed directly to wagon 130 and start the loading procedure according to the description below. If the trailer 104 is left at an intermediate trailer parking area, typically a terminal tractor, not shown, operating within the terminal would pick up the trailer, and start loading it onto the railway wagon or alternatively the trailer would be loaded onto the railway wagon by a crane or a heavy lifting truck. The alternative where the road tractor 107 proceeds with the loading of the trailer 104, will be described in the following, but it should be noted that the procedure and the possibility to support the loading is similar, independently of the type of tractor performing the loading operation. It should also be noted that a drop off or shift of tractors alternatively may be executed before train clearance, step 250, or even before check-in, step 249.

In the following the step 252 "initiate loading ", will be described, which process follows the phases 201-204 and steps 206-213 previously described with reference to Fig. 16. The driver has, as mentioned above, already instructions for finding the wagon at Platform D. When arriving at the wagon position of railway wagon 130 at platform D, the driver may connect the smartphone 105 with the wagon 130, via the computing server 122 system through a mobile communication unit 137 on the wagon 130. In alternative embodiments, the smart phone 105 may be connected to the wagon 130 via a short range connection opportunity, such as Wi-Fi or Bluetooth or even via cable. By connecting the smartphone 105 to the wagon 130, the driver may receive confirmation that the correct wagon is identified and may also confirm initiation of the loading procedure and receive additional information about the wagon related to the loading procedure. The connection of a railway wagon 130 may alternatively be provided through a network of the train 108 it is included in, or even via connection with a network of the terminal 138. By connecting to the wagon 130, the driver of tractor 107 may also access the connected informative positioning assistance system 180, and means thereof placed on the wagon 130, as described earlier. Through this connection, the driver may receive positioning information or even driving instructions directly by the smartphone 105, via its screen and/or loudspeakers, supporting the loading procedure of the trailer 104 on to the wagon 130. The positioning assistance support from the positioning assistance data 165, is thus accessing data from database 159, in particular data from the first layer 160. Also data related to the transport management data in the second layer 161 of database 159 is used, such as vehicle ID for railway wagon 130, trailer 104 and tractor 107. This data is used to collect relevant data related to these vehicles, to support the loading procedure, i.e. the positioning assistance activities 167 (Fig. 19) and the phases 201- 104 and steps 206-213 (Fig. 16).

The next process step 253 "Load trailer", will now be described. When connection between the smartphone 105 and the wagon 130 is established, a loading procedure, as described previously with reference to Figs. 14 and 15 and to the connected informative positioning assistance system 180, will commence. Thus, the driver will through the interface of smartphone 105 continuously receive information regarding items such as present position, how to position the trailer in the next instance, how to position the tractor in the next instance and/or how to turn the wheels and how to regulate the tractor movement, i.e. backward or forward motion, stop or go, faster or slower or steady speed. When the loading procedure, as previously described, has been completed, i.e. when the tractor is disconnected from the trailer and removed from the wagon and the trailer is safely secured on the wagon, then the driver updates the status of field 332 "Present status" to status alternative 345 "trailer loaded". This shift also marks the end of step 253 "Load trailer" and phase 152 "Terminal 1".

Now the next phase, phase 153 "Railway", will be explained. From here on the transportation of the trailer is in the hands of the railway or train operator, O 123, from Terminal A, 138, to Terminal B, 139. Phase 153 "Railway" comprises only step 257 "Railway transport". Related to train 108 starting the journey towards Terminal B 139, the railway or train operator changes the status indication, preferably by a signal from a train management system indicating the shift of the status in field 332 "Present status" to status alternative 346 "railway transport". With the mobile communication unit 137 on the railway wagon 130, the position of the wagon 130 can be determined during the journey, e.g. through the mobile network, and thus the data may continuously or repeatedly be used to update field 331 "Present position". Alternatively, the mobile communication unit may be equipped with a GPS unit or similar for precise determination of the position of the wagon 130. According to yet another alternative solution, train position data from a train or railway management operator may be fed to the cargo management system to update the position status. Thus, different stakeholders may keep track of the position of the trailer 104 and its path between Terminal A and Terminal B. Also the railway or train operator may have direct access to this information.

Upon the arrival of wagon 130 together with train 108 to Terminal B, phase 153 "Railway" will be finalized. Even though the specific railway wagon 130, is herein described as following one and the same train 108 from Terminal A to Terminal B, it should be understood that a railway wagon arriving at a second terminal may have been disconnected from a first train and connected with and included in another train during the railway transport. Thus, a railway wagon may well arrive to a second terminal in a train with another identity than the train leaving the first terminal.

Below phase 154 "Terminal 2", will be explained. It should be noted that this phase is preceded not only by step 257 "Railway transport", but also by the previously discussed step 261, "Instruct tractor 2" of phase 150 "Pre transport". The driver of tractor 111 is informed of details of the transport to complete, typically before the train 108, including railway wagon 130 and trailer 104, arrives at Terminal B, 139. Through tablet 113, the driver is provided with information about the pick-up of trailer 104 at Terminal B, 139, including information of precise address of Terminal B, 139, and details for where on the premises of terminal B, 139, the trailer 104 will be available for pick up, as well as information about the time for pick up, such as arrival time of train 108, estimated earliest pick up time, preferred last pick time and the parking position of wagon 130. The instruction as delivered to the driver of the second tractor, tractor 111, is not explicitly shown, but the information contained therein, as provided from database 159 corresponds to the instructions provided to the driver of the first tractor, tractor 107, as previously described. Thus, the instruction to tractor 111 is only briefly explained hereinafter with reference to Fig. 25. The data of the instruction is mainly provided from the cargo transport data group 278, in particular from data area 281(3) "Location 3". Thus, the instruction comprises data to pick up the trailer 104 with ID "Trailer 104" (field 285, "Trailer ID"), at Terminal B (field 286(3), "Location ID") and more particularly from railway wagon 130 at Platform A (field 292(3), "Departure position"). The driver also receives information that the trailer 104 is scheduled to arrive with train 108 (field 287(3), "Arrival vehicle") on November 11 at 8.00 (field 289(3), "Arrival date, time"). Specific additional details connected to this data may further be provided from the first layer 160 of database 159, such as driving instructions related to Terminal B, 139.

As the time from the scheduling of the cargo transport in step 241 "Schedule transport" and the first step of phase 154 "Terminal 2" is longer for the Tractor 2 than for Tractor 1, the instruction can either be sent to Tractor 2 immediately after step 241 "Schedule transport" or just before step 262 "Check in Terminal 2", or at some point in time therebetween. The instruction may also be sent out from the system 200 immediately, but forwarded finally to the driver of Tractor 2 at a suitable point in time before the pick-up, either via a delay mechanism or via an operator, e.g. an operator managing Tractor 2. Alternatively, the scheduling may be made step by step, such that Tractor 2 is not yet scheduled at step 242 "Instruct Tractor 1", but at a later stage in due time for the pick-up at Terminal 2.

The first step of phase 154 "Terminal 2" is step 262 "Check in". Upon arrival at terminal B, 139, driver of tractor 111 checks in at terminal B, 139. Through the cargo management system 200, the driver may, correspondingly to Tractor 104 at Terminal A, 138, also be provided with check in details stored in database 159, such as passcode or other identifier, providing access to the Terminal. Thereby complicated check-in procedures are limited or avoided, and the tractor 111 can move swiftly to the parking position of wagon 130 at Platform F.

The process described below is in line with the off-loading process, having phases 220 - 222 and steps 223-229, previously described with reference to Fig. 17. The following step is step 263 "Initiate off-loading". Upon arrival at trailer 104 on wagon 130, the driver of tractor 111 connects with the communication unit 137 of wagon 130 and thus indicates begin of pick-up procedure. Thereby the status in the system, i.e. field 332 "Present status" is shifted to status alternative 347 "Off-loading".

Thereafter, in step 264 "Off-load trailer", the driver starts the off-loading procedure by releasing the trailer 104 from its secured position on wagon 130 and by connecting the tractor 111 to the trailer 104 according to the methods described above. During the offloading procedure, positioning assistance is available for tractor 111 via terminal 113 and the connected informative positioning assistance system 180 as previously described with reference to Figs. 14 and 15, see also Fig. 19.

The optional or alternative step 265 "Intermediate parking" as indicated by dash lines is available, like described in relation to the phase 152 "Terminal 1". Thus, also in relation to phase 154 "Terminal 2", it should be understood that the trailer alternatively may be offloaded from the wagon by other local means at the terminal, such as a crane, heavy lifting truck or a terminal tractor. The trailer would in such case be picked up by a second tractor at an intermediate trailer parking in or at the railway terminal.

Once the trailer 104 is connected to the tractor 111 and off loaded from the railway wagon 130, the status of the trailer in field 332 "Present status" is changed to status alternative 348 "Road transport 2", whereafter the next step "Check out" 266 is initiated. The change of status can either be done before check-out from the terminal or in relation to the check-out procedure, and it can either be accomplished by the driver manually changing the status via the tablet 113, or it can be automatically triggered, such as by disconnecting from the communication unit 137 of railway wagon 130 or through the completion of a check out procedure. The check-out procedure at exit of Terminal B, 139, may also be facilitated through the system as indicated in relation to Terminal A, 138, and by the provision of identification and a specific passcode provided to the driver via tablet 113. Thus, the procedure to pick up a trailer as described herein and as facilitated by the system, provides for short cycle time and limited need for other people involved than the driver of tractor 111. After step 266 "Check out", phase 154, "Terminal 2" is finalized.

Now turning to the following phase, "Road 2", and the first step therein, step 268 "Road transport 2". After leaving Terminal 2, the tractor 111 transports the trailer 104 to location 115 for delivery at final destination.

In the information forwarded to the driver of tractor 111, in step 261 "Instruct tractor 2", is included specific information with closer instructions for where to drop off the trailer 104, such as information about the position of building 116 and information about the specific position at building 116, here Pier B (field 290(4); "Arrival position"), and any possible further handover instructions at drop off. With the connected tablet 113 of the tractor 111, or any other mobile, GPS or similar means, the position of trailer 104 can be determined during the journey, e.g. through the mobile network. Thus, different stakeholders may keep track of the position of the trailer 104 and its path from Terminal B, 139, towards the end destination at location 115.

Upon arrival at the destination, building 116, the final step of the transport, step 269 "Park trailer", is initiated. After the tractor 111 has disconnected and parked the trailer 104 at Pier B of building 116, the status of the system, as indicated by field 332 "Present status", is set to status alternative 349 "transport finalized", thus finalizing phase 155 "Road 2". Thereafter the final phase 156 "After transport" remains, including step 1 "Manage cost" and the final step "273 "Close cargo transport". In step 1 "Manage cost", a main activity is to calculate and allocate cost for the transport between different operators and other stakeholders, using relation, distance, operators, and cost data of first database layer 160 together with the vehicle IDs, location IDs and operator IDs of the transport management part of the second database layer 161 of database 159.

Step 1 "Manage cost" is in this example initiated by Operator O 126 coordinating the cargo transport with Transport ID "T001". As operator O 126 manages the integrated cargo transport and additionally operates the tractors and the trailer involved, the operator O 126 will invoice the customer O 131 for the total cost but will in turn reimburse railway operator O 123 and railway terminal operators O 138 and O 139. After the costs related to the cargo transport with transport ID "T001" are distributed and invoices are distributed or other similar administrative cost allocation activities are performed, the final step, step 273 "Close cargo transport" is initiated.

In the final step 273 "Close cargo transport", reviews are made to secure that position and status of different vehicles involved are updated in the database, if required. Checks are made to secure that costs have been distributed and that no other outstanding activities are remaining. Thereafter the final activity is to close the cargo transport object "T001" and to mark the cargo transport ID "T001" as inactive and finalized. In this process data of the cargo transport object may be cleared or moved to a long-time data repository according to preferences and formal requirements.

It should be understood that the above description of a preferred embodiment of a system for managing cargo and cargo transports in an intermodal transportation system is provided as an illustrative example and that various other embodiments and variations are available with the scope of protection provided by the appended patent claims. It should thus be noted that the definitions, naming, categorizations used above are exemplifying and not limiting, and other categorizations, status indicators and trigger points for status changes may be used. Names may be changed. More activities may be included, some activities may be omitted, and activities and data may be grouped differently. It should also be recognized that the embodiments explained above, or parts thereof may be integrated with other systems providing parts of the activities, means, and components. It should also be understood that the computers or computing means mentioned in relation to various aspects of the invention, may be any computer, data processing unit providing data processing capability. Central to the invention is to have unique identities in the system and standard formats for data. Thereby multiple users can access and use. It provides opportunities for limited administration, as cost can be calculated and invoice according to preferences to carrier, sub-supplier, or customer.