U.S. patent number 3,721,199 [Application Number 05/089,614] was granted by the patent office on 1973-03-20 for articulated container car.
This patent grant is currently assigned to Amsted Industries Incorporated. Invention is credited to Robert L. Hassenauer.
United States Patent |
3,721,199 |
Hassenauer |
March 20, 1973 |
ARTICULATED CONTAINER CAR
Abstract
The articulated car includes three car components connected by
semi-permanent connections supported on railway trucks. Each
component includes a center frame resiliently longitudinally
supported between the side sills. The containers are supported upon
bolsters that rest on the side sills and are resiliently connected
to the center frame. A side bearing arrangement between adjacent
units includes opposed overlapping members. The resilient structure
allows a container to span over an articulated connection.
Inventors: |
Hassenauer; Robert L.
(Wilmette, IL) |
Assignee: |
Amsted Industries Incorporated
(Chicago, IL)
|
Family
ID: |
22218622 |
Appl.
No.: |
05/089,614 |
Filed: |
November 16, 1970 |
Current U.S.
Class: |
410/77; 410/45;
105/4.1 |
Current CPC
Class: |
B61D
3/14 (20130101); B61D 3/20 (20130101) |
Current International
Class: |
B61D
3/20 (20060101); B61D 3/14 (20060101); B61D
3/00 (20060101); B65j 001/24 (); B60p 007/16 ();
B61d 045/00 () |
Field of
Search: |
;105/4R,366A,366D,368T,367,369A ;248/119R |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Hoffman; Drayton E.
Claims
Having thus described the invention, what is claimed is:
1. An articulated railway car comprising three car units connected
by two semi-permanent connections each supported on a railway
truck, a pair of railway trucks supporting the extreme ends of said
car, each of said car units comprising a pair of spaced side sills
extending longitudinally for the length of said unit, a center
frame between the side sills and spaced therefrom, resilient means
connecting each of the side sills to the center frame, a plurality
of resilient blocks carried by the center frame, container support
means extending laterally of said unit and supported on top of said
side sills, pins extending downward from said container support
means, an aperture in each of said resilient blocks adapted to
receive one of said pins, and means for preventing rotation of said
pin in said aperture.
2. The railway car of claim 1 wherein a container is supported on
said car between two adjacent car units.
3. The railway car of claim 1 wherein the resilient means
connecting each of the side sills to the center frame comprises a
plurality of resilient pads secured between said side sills and
said center frame.
4. The railway car of claim 1 wherein the container support means
comprises a plurality of bolsters each comprising a beam, means at
the end of said beam for securing an end of a container thereto,
and means on said beam engageable with said side sills for limiting
upward movements of said beam relative to said side sills.
5. The railway car of claim 4 wherein said means on said beam
engageable with said side sills comprises a support depending from
said beam adjacent each side sill, and a member removably carried
by said support and engageable with said side sill upon upward
movement of said beam.
6. The railway car of claim 1 wherein the means for preventing
rotation of said pin in said aperture comprises a non-circular
aperture, and wherein said pin comprises a shape to fit into said
aperture and be upwardly removable therefrom.
7. In an articulated railway car comprising two car units supported
by railway car trucks and interconnected for relative pivotal
movement on a substantially vertical axis by a pivotal connection;
the combination of spaced center frames carried by respective
units, spaced bolsters supported by respective units, a single
container attached to said bolsters, resilient pads attached to the
center frames, and polygonal cross-section pins of the bolsters
received within complementary sockets of said pads for resiliently
resisting said relative pivotal movement between said units from a
straight line position.
8. In a railway car comprising a unit supported by railway trucks;
the combination of a center frame moveably supported by said unit
and extending longitudinally thereof, resilient means on said unit
for resisting movement of said frame longitudinally and laterally
of said unit, resilient pads on said frame, a container comprising
bolsters slideably supported on said unit, and pins connected to
the bolsters, said pins being removeably and snugly fitted within
sockets of respective pads, both pins and sockets being of
complementary polygonal shape when viewed in cross-section.
Description
This invention relates to an articulated container rail car having
a plurality of car units connected by semi-permanent connections
mounted on trucks, wherein the car is capable of carrying
containers of various lengths, including those lengths which span a
connection between adjacent units.
Railway cars designed specially for carrying containers alone have
not enjoyed widespread usage. In order to accommodate containers of
various lengths, most container car designs are much longer than
conventional designs and require special handling. Because of
increased length, such cars also have poor curve negotiability and
cannot always be coupled to an adjacent car on a curved track.
Accordingly, an object of this invention is to provide a rail car
that is capable of carrying containers of various lengths and that
is articulated for good curve negotiability.
Another object is to provide an articulated rail car with means to
allow a container to span over an articulated connection without
decrease in curve negotiability.
Other objects will appear in the following description taken in
connection with the accompanying drawings, wherein:
FIG. 1 is a fragmentary elevational view of the articulated
container car of the present invention;
FIG. 2 is a plan view of substantially the structure shown in FIG.
1;
FIG. 3 is a half sectional view taken along section line 3--3 of
FIG. 2;
FIG. 4 is a fragmentary sectional view taken substantially along
section line 4--4 of FIG. 2;
FIG. 5 is a sectional view taken along section line 5--5 of FIG. 2
showing the center frame structure of the car;
FIG. 6 is a partial sectional view taken along section line 6--6 of
FIG. 2, showing the means for mounting the container bolsters;
and
FIGS. 7 and 8 are elevational views showing various possible
arrangements of containers on the subject railway car.
Referring first to FIGS. 7 and 8, it may be seen that a preferred
embodiment of the articulated car comprises three separate sections
or components 10, 11 and 12, with the ends of the central component
11 being connected by respective semi-permanent connections 13 and
14 to the respective adjacent ends of the outer components 10 and
12. The extreme longitudinal ends of the outer sections 10 and 12
are provided with conventional coupler and draft gear assemblies
15, and the entire car is supported upon four conventional railway
trucks 16, 17, 18 and 19, two of which, 17 and 18, are located
beneath the respective semi-permanent connections 13 and 14.
In FIGS. 1-2, it may be seen that the three car components 10, 11
and 12 are substantially identical with the exception of end
structures, which will be separately described. Each car component
includes an elongated main sill comprising a pair of spaced
vertical side sills 20 and 21 made up from I-beams and extending
longitudinally for the length of the component. A plurality of
transverse supports 22 are secured between the side sills 20 and
21, and a horizontal bottom plate 23 (FIG. 5) connects the lower
flanges of the side sills. A horizontal steel sheet 24 (FIG. 5) is
also connected between the upper portion of the side sills 20 and
21. The extreme end structures on the outer components 10 and 12
each comprise an end sill 25 secured to one end of the main sill,
and a transverse body bolster segments 26 and 27 (FIG. 3) secured
to and extending transversely outward from the respective side
sills 20 and 21 adjacent the end sill. A conventional side bearing
28 is secured to the underside of each body bolster segment 26 and
27 and engages a side bearing 29 located on the bolster of the
underlying end trucks 16 and 19.
The semi-permanent connections 13 and 14 comprise interengaging and
mating parts connected by a pin 30 and allow vertical and
horizontal angling between adjacent car components with a minimum
of slack. As shown in FIG. 1, the lower portion of each connection
is adapted to be supported upon the center plate 31 of the bolster
32 of each underlying truck 17 and 18. A pin 33, extending from
each connection through an opening in the center plate of the truck
bolster, allows for the rotation of the connection relative to the
bolster about the axis of the pin.
Adjacent ends of the car components 10, 11 and 12 comprise special
overlapping side bearing constructions, as best seen in FIGS. 1, 2
and 4. Opposed overlapping and engaging horizontal tongues 34 and
35 are secured on both sides of the respective end sills 36 and 37
of adjacent cars that are joined by a semi-permanent connection.
The tongues each include respective pairs of spaced vertical side
walls 38 and 39, and 40 and 41, with the side walls of the
overlapping tongue 35 being spaced narrower and spaced from than
the side walls of the other tongue 34, such that the overlapping
tongue is supported upon and fits within the other tongue. The
inboard vertical walls 38 and 40 of the respective tongues 34 and
35 have a concave curvature with respect to the articulated
connection to accommodate horizontal angling between adjacent car
components. Similar opposed tongues 42 and 43 on the other side of
the respective end sills 36 and 37 are oppositely arranged with
respect to overlap such that the narrower and overlapping tongue 43
is located on the end sill 37 opposite to the corresponding tongue
35 secured to the other sill 36. Thus, each of the adjacent end
sills has one tongue that overlaps its corresponding tongue on the
adjacent sill. From FIG. 4, it may be seen that the lowermost
tongue 34 is supported on a resilient, preferably urethane, pad 44
secured to a pedestal 45 of the truck bolster 46. In this manner,
vertical rocking motions of the car components are transferred from
the tongues 34 and 35, and 42 and 43, to the resiliently supported
bolster 46 of the railway truck.
As shown in FIGS. 1, 2 and 5, means are provided to cushion the
containers of the car from normal longitudinal inertia forces on
the car components. A center frame structure 47 is provided in each
car component comprising a pair of spaced channel members 48 and 49
connected by respective upper and lower sheets 50 and 51 and is
resiliently supported by a plurality of resilient or rubber pads 52
connected between the channel members 48 and 49 and the respective
corresponding side sills 20 and 21, by bolts, such as 53 and 54.
The center frame 47 is therefore resiliently movable longitudinally
between and relative to the side sills 20 and 21. A stop 55 secured
near both ends of the center frame 47 is normally spaced from but
engageable with a second stop 56 secured to one of the side sills
to prevent travel of the resiliently supported center frame 47
beyond either end of its car component.
As illustrated in FIGS. 2 and 6, a plurality of resilient or rubber
torsion blocks 57 are secured in the center frame structure 47 in a
longitudinally spaced relationship and in a sufficient number that
will accommodate containers of various lengths, as will be
hereinafter explained. Each block includes a metal outer shell 58
and a central square aperture 59 also lined by a metal element 60.
The square apertures 59 each may receive an interfitting metal pin,
such as 61, the top of which is secured to a transverse container
support, which may take the form of either a single bolster 62 or a
double bolster 63. The container bolsters are therefore
longitudinally adjustable to any of the plurality of locations
afforded by the resilient torsion blocks 57. It will be noted that
the apertures 59 are arranged such that two of the opposed sides
thereof are substantially parallel to the longitudinal axis of the
truck, thereby maintaining the container bolsters 62 and 63 on
lines normal to said axis. The torsion blocks 57 also allow for
limited rotation of the bolsters, as well as longitudinal and
lateral flexibility.
The single container bolster 62 comprises a main support beam 64
extending transversely relative to the longitudinal center line of
the car and having a single end wall 65, which allows for the
support of a bottom end of a container, as shown in FIG. 1. The
double bolster 63 is longitudinally wider than the single bolster
and has no end wall; rather, a central transverse partition 66 is
removably attached on the upper side thereof to enable support of
adjacent ends of a pair of containers. When the partition 66 is
removed, the bolster is capable of supporting an intermediate
portion of a container without interfering with the end support
thereof. The outboard ends of each bolster are provided with a
releasable locking mechanism 67 having a pin 68 that is engageable
with an aperture in the lower outside corner of the container. When
the locking mechanism is released, the assembly may pivot downward
about the axis of a hinge 69 to facilitate removal of the
container. Extra bolster storage racks 70 may be secured to the
side of the car body and may include one or more apertured supports
71 (FIG. 5) to which the locking mechanisms 67 may be engaged.
Again referring to FIG. 6, wear pads 72 and 73 are secured to the
top of the respective side sills 20 and 21 and directly support the
container bolster. Opposed lock pin assemblies 74 and 75 are
secured on the bottom surface of each bolster adjacent the
respective side sills 20 and 21 to prevent the bolster from lifting
off the car. Each of the assemblies 74 and 75 comprises a support
76 secured to the bolster and having a transverse sleeve 77
telescopically receiving a removable pin 78, with the inboard end
of said pin extending beneath the outer flange of one of the side
sills and the outboard end of said pin having a downward depending
cap 79. A safety chain 80 connects the pin cap 79 to the support
76, and a bolt 81 through the support serves to maintain the pin
cap 79 in abutment with the outboard end of the sleeve 77. The
support 76 includes an inboard convex curved surface 87 to
accommodate rotation of the container bolster relative to the side
sills.
FIGS. 7 and 8 show various possible arrangements of containers on
the present rail car. From FIG. 7, it may be seen that either pair
of containers 82 and 83, or a single long container 84, may be
mounted on each car component, if the containers are of proper
length. FIG. 8 shows containers, such as 85 and 86, spanning the
respective semi-permanent connections 13 and 14. Since the car
components pivot about a shorter radius than the containers, the
supporting container bolsters must move longitudinally.
Longitudinal movement of the bolsters is provided by the resiliency
of the blocks 57 and the pads 52 incorporated into each car
component.
* * * * *