referring now to fig1 a , there is shown how a vehicle ( a ) arrives at a pick - up point or loading floor ( pc ), which , according to a first aspect of the invention , simply consists of at least one arrival track or sorting lane ( cs ) and a cabin , with the exclusion of ramps , waiting areas and the like of conventional silos . in effect , as seen from fig2 and 3 , the vehicles ( a ), coming from the outside of the silos , now simply moves in front of the assigned cabin ( cb1 ) using , for example , the sorting lane ( cs1 ). referring back to fig1 a , after the arrival phase at the pick - up point ( pc ) ( block 1 ), the assignment of the cabin ( cb ) for the vehicle ( a ) is carried out in block 2 . consequently the car ( a ) is put in a suitable position for its transfer in cabin ( cb ) ( block 3 ). block shows how , once the signal ( 201 ) is received in response to the signal ( 100 ) sent , for example , from an entry sensor , the assignment and positioning of the trolleys ( c1 ) and ( c2 ) is carried out for a certain elevator ( e ) in the cabin previously assigned ( cb ). on the basis of the signals transmitted on line ( 40 ) from block 4 , in block 5 people ( o ) exit from the cabin ( cb ). people ( o ) arrived with the vehicle ( a ) and , as shown in block 6 and in fig2 and 3 , move towards the exit ( ua ) ( block 11 in fig1 a ) and from there to the outside of the silos . at this point , after checking for the absence of people inside the vehicle space ( va ) of the cabin ( cb ) by using signals ( 101 ), ( 202 ), and element ( i ), loading of the vehicle ( a ) is carried out ( block 7 ) on the transferring unit which is elevator ( e ) and trolleys ( c1 ) and ( c2 ) which are brought about at any stage between block 2 and block 7 and is in the elevator compartment ( ve ) of cabin ( cb ). after authorization from control unit 30 by signal ( 203 ) in response to signal ( 102 ), the transferring unit ( elevator ( e ), trolleys ( c1 ) and ( c2 ) and vehicle ( a )), see block 8 , is taken to the assigned parking floor ( pp ). in block 9 , the vehicle ( a ), which has moved vertically or along a z axis , is positioned by horizontal movement along an x axis by a trolley , for example ( c2 ), in front of an assigned cell or carport ( cp ) ( in accordance with signals ( 103 ) and ( 204 ) from controller 30 ). in block 10 , the car ( a ) placed at the entrance of cell ( cp ) is parked in the cell ( cp ) by horizontal movement along a y axis by a trolley , for example ( c1 ). in fig1 b the sequence of operations for the recovery of a vehicle ( a ) to be returned to a client ( o ) is shown . in block 12 , a client enters the silos and , for example , with a magnetic card specifies in block 13 the number or coordinate of a parked car ( a ). consequently , in block 14 identification of the car ( a ) occurs as requested by the client ( o ) due to signals ( 104 ) and ( 205 ). according to a feature of the invention , immediately after the identification carried out in block 14 , the more characterizing phase of the invention starts . as soon as the computer or control unit ( k ) in block 30 receives the signal ( 105 ), it instantaneously puts into action the operation which best accelerates the movement , the capacity and efficiency of the system by signal ( 206 ). in block 15 , signals are given to the elevator ( e ) to retrieve trolleys ( c1 ) and ( c2 ) that are most easily accessible , as well as to address them to the preselected cabin ( cb ), and signals are sent to the user ( o ) indicating which pedestrian waiting area ( zp ) for retrieval of vehicle ( a ). in block 16 , the parked car ( a ) is positioned on the trolley ( c1 ) which in its turn repeats the operation of block 10 of fig1 a in the opposite direction , i . e . the loading of parked car ( ap ) on trolley ( c1 ) and the transfer of the latter along axis y . in the following block 17 , the parked car ( ap ) and related trolley ( c1 ) pass on to the second trolley ( c2 ), which is moved along y axis in analogy with the operation of block 9 of fig1 a . in block 18 , positioning of the parked car ( ap ) and trolleys ( c1 ) and ( c2 ) on the elevator ( e ), is carried out . in block 19 , the transport operation of parked car ( ap ) to the loading floor ( pc ) is carried out in relation to the cabin ( cb ) assigned in block 15 . subsequently , in block 20 the unloading of the parked car ( ap ) from elevator ( e ) and trolleys ( c1 ) and ( c2 ) from the elevator compartment ( ve ) to the car space ( va ) of cabin ( cb ) is carried out . after the appropriate checks , see , for example , signals ( 106 ) and ( 207 ) and element ( i ), in block 21 the opening of the cabin ( cb ) is carried out ; in block 22 permission for people ( o ) to enter the parked car ( ap ) is given ; users ( o ) are coming from the corresponding pedestrian waiting area ( zp ) ( block 23 ). then in block 24 exit of the parked car ( ap ) from the cabin ( cb ) is carried out , and in block 25 there is a guided exit step using the lane ( cva ), preselected by signals ( 107 ) and ( 208 ) from the loading floor ( pc ) to the outside of the silos . the point section line ( l ) in fig1 a and 1b preferably represent the separation between the loading floor ( pc ) and the parking floor ( pp ) located under the loading floor ( pc ) ( underground silos ). in fig2 and 3 , two different types of modules ( m ) are represented , which form the loading floor ( pc ), that according to the size of the place and the type of available territory can be formed , for example , of a minimum of one to an optimal number of ten modules ( m ). preferably , the module ( m ) is a complete unit , that includes : one or more pedestrian waiting areas ( zp ), one or more loading / unloading cabins ( cb ) one or more car spaces ( va ) for initial positioning and recovery of vehicle ( a ) and a portion or elevator compartment ( ve ) that gathers the elevator ( e ) and trolleys ( c1 ) and ( c2 ). each module also contains one or more tracks or lanes of entrance ( ce ), of movement ( cs ) and exit ( cva ) for the optimal inflow and outflow of vehicles to be accommodated , as well as an entrance ( ea ) and an exit ( ua ) with the outside . preferably the pedestrian waiting area ( zp ) is common to two cabins ( cb ), for example , the pedestrian area ( zp1 ) in fig2 borders the car spaces ( va1 ) and ( va2 ) associated with cabins cb1 and cb2 , respectively . the exit ( ua ) of the vehicles ( a ) is on one side ( z2 ) different from side ( z1 ) from the entrance ( ea ) of the loading floor ( pc ). in this case the vehicles ( a ) travel on double s - shaped routes indicated , for example , at 100i . the exit ( ua ) and entrance ( ea ) of the loading floor ( pc ) may be on the same side ( z1 ) ( see fig3 ). the vehicles ( a ) therefore travel on u - shaped routes indicated , for example , at 200 . fig4 shows , by way of block diagrams , the operating phases regarding the loading / unloading of cabin ( cb ) ( blocks 2 , 3 , 4 and 7 of the block diagram of fig1 a ). repeating the steps in the direction opposite to that indicated by the arrow corresponds to blocks 15 , 19 , 20 and 24 of the block diagram of fig1 b . phase 1 ( of fig4 ) shows a cabin ( cb ) having two compartments with the elevator space ( ve ) and the car space ( va ) empty . doors ( p1 ) and ( p2 ) are open for entrance of a vehicle ( a ), coming from ( pc ), to the inside of the car space ( va ) of cabin ( cb ), see phase 2 . phase 3 includes the arrival of a unit including elevator ( e ) and trolleys ( c1 ) and ( c2 ) inside the elevator compartment ( ve ) of cabin ( cb ), with closing of doors ( p1 ) and ( p2 ). once the communication door ( p3 ) between spaces ( ve ) and ( va ) ( phase 4 ) is open , the trolleys ( c1 ) and ( c2 ) move under vehicle ( a ) positioned in space ( va ) ( phase 5 ). phase 6 provides for the transfer of the trolleys ( c1 ) and ( c2 ) with the vehicle ( a ) on the elevator ( e ) in ( ve ). in phase 7 , the communicating door ( p3 ) is closed , the elevator ( e ), and trolleys ( c1 ) and ( c2 ) supporting the vehicle ( a ) moves towards a parking floor , clearing cabin ( cb ) so that it is ready to repeat the steps discussed above . fig5 is representative of a particular aspect of the system , more precisely , the loading and transferring phase of a motor vehicle ( a ) from the car space ( va ) to the elevator compartment ( ve ) of a cabin ( cb ) with two compartments . these figures refer to block 7 of fig1 a and phases to 4 to 6 of fig4 . in position 5a motor vehicle ( a ) is positioned on comb - like supports ( sva ) of the car space ( va ), elevator ( e ) and trolley ( c1 ) and ( c2 ) are positioned in the elevator compartment , and the communicating door p3 between the spaces is open . the elevator ( e ) is provided with transversal tracks ( bo ) that are in contact with the corresponding tracks ( b1 ), which are also transversely placed inside space ( va ). the tracks are needed for the movement of the trolley ( c2 ) from space ( ve ) to space ( va ) and vice versa , and are therefore placed at a height suitable for this purpose , thereby allowing the trolley ( c1 ), placed above trolley ( c2 ), to be positioned under the supports ( sva ) of space ( va ). the trolley ( c1 ) is also made up of , in the upper part , a central mobile platform ( pd ) and mobile supports ( sm ) placed at the longitudinal ends of the platform ( pd ). the loading and transferring phases of vehicle ( a ) from the car space ( va ) to the elevator compartment ( ve ) are explicitly shown in the remaining positions 5b to 5d . in position 5c , the supports ( sm ) of the trolley ( c1 ) are shown equipped with elevator means ( me ), that lift the motor vehicle ( a ) after having passed through the supports ( sva ) due to the fact that the supports ( sm ) and ( sva ) have an offset comb - like configuration . in fig6 a and 6b one of the comb - like supports ( sva ) is represented . it is formed of two pieces ( t1 ) and ( t2 ) that can be opened to allow trolleys ( c1 ) and ( c2 ) carrying vehicle ( a ) into aperture ( q ) during the vehicle ( a ) transfer operation from the car space ( va ) to the elevator compartment ( ve ) and vice versa . positions ( co ) and ( ao ) of fig6 correspond to the positions of the support ( sva ) in positions 5c and 5d , respectively . the pieces ( t1 ) and ( t2 ) of the element ( sva1 ) are advantageously equipped with : a device for movement , for example , wheels ( r ), tracks ( bs ) for the running of the wheels ( r ), and motors ( mi ) for the movement of the pieces ( t1 ) and ( t2 ) along the tracks ( bs ); and support elements for example , periscopic tube ( tu ), to support pieces t1 and t2 . as shown in fig7 each piece of the support ( sva ) has intermeshing fingers . the detailed phases of the system represented by blocks 8 , 9 and 10 of fig1 a and of blocks 16 , 17 and 18 of fig1 b , have already been described in a copending patent application by the same inventor and are therefore not shown . the structure discussed in the earlier patent application which is preferably used in the present inventions are : comb - like mobile supports for a vehicle with a trolley ; and comb - like fixed supports for a vehicle in the cells or carports . therefore the above - mentioned earlier patent application can be considered as being incorporated in , or an integral part of , this description . however , in comparison with what is described in the previous application , the advantageous characteristic of the present invention relates to the fact that by equipping the silos with a loading floor formed of several modules , and by providing devices , as for example , motor vehicle supports in several pieces which can be opened and closed , it is possible to reach a maximum availability of the movement elements with consequent acceleration of parking operations .