Note: Descriptions are shown in the official language in which they were submitted.
CA 02646783 2008-12-18
VEHICLE CARRYING RAIL ROAD CAR STRUCTURE
Field of the Invention
This invention relates to the field of rail road cars for carrying wheeled
vehicles.
Background of the Invention
Railroad flat cars are used to transport highway trailers from one place to
another in what is referred to as intermodal Trailer-on-Flat-Car (TOFC)
service.
TOFC service competes with intermodal container service known as Container-on-
Flat-Car (COFC), and with truck trailers driven on the highway. TOFC service
has
been in relative decline for some years due to a number of disadvantages.
First, for distances of less than about 500 miles (800 km), TOFC service is
thought to be slower and less flexible than highway operation. Second, in
terms of
lading per rail car, TOFC tends to be less efficient than Container-on-Flat-
Car
(COFC) service, and tends also to be less efficient than double-stack COFC
service in
which containers are carried on top of each other. Third, TOFC (and COFC)
terminals tend to require significant capital outlays. Fourth, TOFC loading
tends to
take a relatively long time to permit rail road cars to be shunted to the
right tracks, for
trailers to be unloaded from incoming cars, for other trailers to be loaded,
and for the
rail road cars to be shunted again to make up a new train consist. Fifth,
shock and
other dynamic loads imparted during shunting and train operation may tend to
damage
the lading. It would be advantageous to improve rail road car equipment to
reduce or
eliminate some of these disadvantages.
As highways have become more crowded, demand for a fast TOFC service
has increased. Recently, there has been an effort to reduce the loading and
unloading
time in TOFC service, and an effort to increase the length of TOFC trains.
There are
two methods for loading highway trailers on flat cars. First, they can be side-
loaded
with an overhead crane or side-lifting fork-lift crane. Loading with overhead
cranes,
or with specialized fork-lift equipment tends to occur at large yards, and
tends to be
capital intensive.
The second method of loading highway trailers, or other wheeled vehicles,
onto rail road cars having decks for carrying vehicles, is by end-loading. End-
CA 02646783 2008-12-18
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loading, or circus loading as it is called, has two main variations. First, a
string of
cars can be backed up to a permanently fixed loading dock, typically a
concrete
structure having a deck level with the deck of the rail cars. Alternatively, a
movable
ramp can be placed at one end of a string of rail car units. In either case,
the vehicles
are driven onto the rail road cars from one end. Each vehicle can be loaded in
sequence by driving (in the case of highway trailers, by driving the trailers
backward)
along the decks of the rail road car units. The gaps between successive rail
car units
are spanned by bridge plates that permit vehicles to be driven from one rail
car unit to
the next. Although circus loading is common for a string of cars, end-loading
can be
used for individual rail car units, or multiple rail car units as may be
convenient.
One way to reduce shunting time, and to run a more cost effective service, is
to operate a dedicated unit train of TOFC cars whose cars are only rarely
uncoupled.
However, as the number of units in the train increases, circus loading becomes
less
attractive, since a greater proportion of loading time is spent running a
towing rig
back and forth along an empty string of cars. It is therefore advantageous to
break the
unit train in several places when loading and unloading. Although multiple
fixed
platforms have been used, each fixed platform requires a corresponding
dedicated
dead-end siding to which a separate portion of train can be shunted. It is not
advantageous to require a large number of dedicated parallel sidings with a
relatively
large fixed investment in concrete platforms.
To avoid shunting to different tracks, as required if a plurality of fixed
platforms is used, it is advantageous to break a unit train of TOFC rail road
cars on a
single siding, so that the train can be re-assembled without switching from
one track
to another. For example, using a 5000 or 6000 ft siding, a train having 60
rail car
units in sections of 15 units made up of three coupled five-pack articulated
cars, can
be split at two places, namely fifteen units from each end, permitting the
sequential
loading of fifteen units per section to either side of each split. Once
loaded, the gaps
between the splits can be closed, without shunting cars from one siding to
another.
Use of a single siding is made possible by moving the ramps to the split
location,
rather than switching strings of cars to fixed platforms.
In using movable ramps for loading, the highway trailers are typically backed
onto the railcars using a special rail yard truck, called a hostler truck.
Railcars can be
equipped with a collapsible highway trailer kingpin stand. When the highway
trailer
is in the right position, the hostler truck hooks onto the collapsible stand
(or hitch) and
pulls it forward, thereby lifting it to a deployed (i.e., raised) and locked
position. The
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hostler truck is then used to push the trailer back to engage the kingpin of
the hitch.
The landing gear of the highway trailer is lowered, and, in addition, it is
cranked
downward firmly against the rail road car deck as a safety measure in the
event of a
hitch failure or the king pin of the trailer is sheared off. Once one trailer
has been
loaded, the towing rig, namely the hostler truck, drives back to the end of
the string,
another trailer is backed into place, and the process is repeated until all of
the trailers
have been loaded in the successive positions on the string of railcars.
Unloading
involves the same process, in reverse. In some circumstances circus loaded
flat cars
can be loaded with trucks, tractors, farm machinery, construction equipment or
automobiles, in a similar manner, except that it is not always necessary to
use a
towing rig.
From time to time the train consist may be broken up, with various highway-
trailer-carrying rail road cars being disconnected, and others being joined.
Bridge
plates have been the source of some difficulties at the rail car ends where
adjacent
railroad cars are connected, given the nomenclature "the coupler ends".
Traditionally,
a pair of cars to be joined at a coupler would each be equipped with one
bridge plate
permanently mounted on a hinged connection on one side of the car, typically
the left
hand side. In this arrangement the axis of the hinge is horizontal and
transverse to the
longitudinal centerline of the rail car.
Conventionally, for loading and unloading operations, the bridge plate of each
car at the respective coupled end is lowered, like a draw bridge, into a
generally
horizontal arrangement to mate with the adjoining car, each plate providing
one side
of the path so that the co-operative effect of the two plates is to provide a
pair of
tracks along which a vehicle can roll. When loading is complete, the bridge
plates are
pivoted about their hinges to a generally vertical, or raised, position, and
locked in
place so that they cannot fall back down accidentally.
Conventionally, bridge plates at the coupler ends are returned to the raised,
or
vertical, position before the train can move,'to avoid the tendency to become
jammed
or damaged during travel. That is, as the train travels through a curve, the
bridge
plates would tend to break off if left in the spanning position between the
coupler
ends of two rail road cars. Since bridge plates carry multi-ton loads, they
tend to have
significant structure and weight. Consequently, the requirement to raise and
lower the
bridge plates into position is a time consuming manual task contributing to
the
relatively long time required for loading and unloading. Raising and lowering
bridge
plates may tend to expose rail-yard personnel to both accidents and repetitive
strain
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injuries caused by lifting.
It would be advantageous to have (a) a bridge plate that can be moved to a
storage, or stowed, position, with less lifting; (b) a bridge plate system
that does not
require the bridge plate to be moved by hand as often, such as by permitting
the
bridge plate to remain in place during train operation, rather than having to
be
lowered every time the train is loaded and unloaded, and raised again before
the train
can move.
Further, a rail road car may sometimes be an internal car, with its bridge
plates
extended to neighbouring cars, and at other times the rail road car may be an
"end"
car at which the unit train is either (a) split for loading and unloading; (b)
coupled to
the locomotive; or (c) coupled to another type of rail road car. In each case,
the
bridge plate at the split does not need to be in an extended "drive-over"
position, and
should be in a stowed position. Therefore it is advantageous to have a rail
car with
bridge plates that can remain in position during operation as an internal car
in a unit
train, and that can also be stowed as necessary when the car is placed in an
end or
split position.
Loading and unloading of highway trailers, or other vehicles in the manner
described, above, can also be a relatively tedious and time consuming chore,
particularly as the number of railroad cars in the string increases. Persons
engaged in
such activity may, after some time, perhaps late at night, tend to become less
fastidious in their conduct. They may tend to become overconfident in their
abilities,
and may tend to try to back the highway trailers on to the rail cars rather
more quickly
than may be prudent. It has been suggested that speeds in the order of 20 km/h
have
been attempted. In the past, it has been difficult to form bridge plates that
lie roughly
flush with the deck. Due to their strength requirement, they tend to be about
2 inches
thick or more. As a result there is often a significant bump at the bridge
plate.
Aggressive loading and unloading of the trailers may cause an undesirable
impact at
the bump, and loss of control of the load. In that regard, it would be
advantageous to
reduce the height or severity of the bump. It is also advantageous to employ
side sills
that have a portion, such as the side sill top chord, that extends above the
height of the
deck and acts as a curb bounding the trackway, or roadway, defined between the
side
sills. It is also helpful to have flared sill, or curb, ends that may tend to
aid in urging
highway trailers toward the center of the trackway along the rail cars.
It is sometimes desirable to keep the load in the highway trailer level, to
avoid
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damage to the lading. Movable ramps tend to be relatively steep compared to
road
grades and fixed loading platforms. - Some hostler trucks are able to raise
the front end
of the highway trailer while backing up the ramp, in an effort to maintain the
trailer in
a more nearly level orientation. This facilitates the use of the ramp loading
method
on a siding with relatively little permanent capital investment in loading
facilities, and
increasing the attractiveness of TOFC operation. However, when highway
trailers are
parked on the railcar deck, if the railcar deck adjacent to the trailer is too
high, the
hostler truck at the receiving end may have difficulty picking up the trailer.
It is
desirable to keep the deck adjacent to the hitch flush
As noted above, when highway trailers are circus loaded on a string of
railroad
flat car units, the landing gear of each highway trailer is cranked down to
bear firmly
on the deck of the flat car in the event of a collapsible hitch or kingpin
failure. The
flat car units are not always located next to a convenient platform, and there
is not
always a generous amount of space available for loading or unloading crew to
work
on the deck around the trailers to perform the cranking operation. It is not
necessarily
prudent to stand on the deck of a flat car while highway trailers are being
backed into
place. It may also take some time to ascend the deck after the highway trailer
has
stopped moving, to edge along from the ladder to the landing gear, and then to
lower
(or raise) the landing gear, and then to descend from the car, particularly in
bad
weather, such as freezing rain.
It would be advantageous to have a ladder abreast of the position of the
landing gear, (that is, at a location corresponding to the longitudinal
location of the
landing gear). Therefore it would be advantageous to have foot supports, and
corresponding handholds, mounted to the body of the railcar abreast of the
collapsible
hitch and landing gear area to facilitate loading and unloading of the highway
trailers.
It would also be advantageous to mount running boards longitudinally inboard
of the hitch centerline, abreast of the landing gear position, i.e., the
location of the
landing gear feet of the highway trailers. It may be advantageous to mount the
running boards slightly below the level of the main deck, as this may tend to
allow a
person operating the landing gear crank not to have to bend over as far.
It has been noted that the feet of collapsible hitches, such as are mounted to
rail cars used in TOFC trailer operation, sometimes extend into the path of
the trailer
wheels, and may tend to damage the highway trailer truck tires. It would be
advantageous to have a collapsible hitch, such as can be mounted above a
center sill,
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that has a narrower footprint to stay clear of the tires.
Demand for transport by TOFC or by container may fluctuate over time.
Therefore it would be advantageous to be able to convert a rail road car from
one type
of service to the other. To that end it would be advantageous to have a rail
road car
that has structure for either service, and that permits subsequent conversion
as may be
desired according to market conditions.
Reference is made herein to shipping containers and various sizes of highway
trailers. Shipping containers come in International Standards Association
(ISO) sizes,
or domestic sizes. The ISO containers are 8'-0" wide, 8'-6" high, and come in
a 20'-
0" length weighing up to 52,900 Lbs., or a 40'- 0" length weighing up to
67,200 Lbs.,
fully loaded. Domestic containers are 8'- 6" wide and 9'- 6" high. Their
standard
lengths are 45', 48', and 53'. All domestic containers have a maximum fiully
loaded
weight of 67,200 Lbs. Some common sizes of highway trailers are, first the 28'
pup
trailer weighing up to 40,000 Lbs., and the 45' to 53' trailer weighing up to
65,000
Lbs. for a two axle trailer and up to 90,000 Lbs. for a three axle trailer.
Summary of the Invention
In an aspect of the invention there is a rail road car for carrying wheeled
vehicles. The rail road car includes a rail car body having a first end, a
second end,
and a vehicle deck running between the first and second ends, the first end of
the rail
car body has a releasable coupler mounted thereto. Curbs extend along said
deck to
define a roadway therebetween along which wheeled vehicles can be conducted
between the first and second ends. At least one bridge plate is mounted to the
rail car
body adjacent to the first end of the deck. The bridge plate is mounted to yaw
relative
to the rail car body when the rail road car is travelling. At least one of the
curbs is
flared laterally outward adjacent to the bridge plate to accommodate yawing of
the
bridge plate when the rail road car is in motion.
In another feature of that aspect of the invention, the body includes first
and
second side sills. Each of the curbs is defined by a respective portion of the
first and
second side sills. That portion extends to a height greater than the deck
relative to top
of rail, and is located to border the deck. In a further additional feature,
the side sills
have end portions adjacent the first end of the body, and the ends of the side
sills
broaden out adjacent to the first end of the body. In still another feature,
the side sills
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have end portions adjacent the first end of the body, and the end portions are
chamfered outwardly adjacent to the first end of the body. In another
additional
feature, the curbs are flared laterally outwardly at both ends of the body. In
a still
further feature, the body includes side sills extending along either side of
the deck
between the first and second ends. Each of the side sills has a top chord
member, and
at least a portion of each of the curbs is defined by a respective one of the
top chord
members.
In another aspect of the invention there is a rail road car for carrying
wheeled
vehicles. It comprises a rail road car body supported for rolling motion in a
longitudinal direction on rail car trucks. The body has a first end, a second
end, and
an end-loadable deck extending between the first and second ends of the body.
The
body has curbs mounted thereto. The curbs extend along the deck to define a
roadway therebetween along which wheeled vehicles can be conducted. A hitch
for
engaging highway trailer king pins is mounted to the deck between the curbs.
The
hitch is movable to a lowered position to allow the running gear of highway
trailers to
pass thereover, and to a raised position for engaging a king pin of a highway
trailer.
The highway trailers have a minimum allowable outside tire width, WTO(,,,in),
and a
minimum allowable inside tire clearance width, WTI(miõ). The curbs having
parallel
portions spaced apart a road width distance, WD, and wherein the hitch has a
width
WH at least as small as the value W obtained in the equation: W= WTO(min) +
WTI(min) - WD.
In another feature of that aspect of the invention, WH is less than or equal
to
37 1/2 inches. In still another feature, WD is 104 inches. In a further
feature, the car
body includes a center sill extending between the first and second ends
thereof. The
center sill has a top flange forming a portion of the deck. The hitch is
mounted to the
top flange. The top flange is at least as wide as the hitch. In still another
feature, the
decking includes deck plates mounted to either side of the center sill. In a
further
feature, the deck plates are mounted flush with the top flange of the center
sill.
In another aspect of the invention there is an articulated, vehicle-carrying
rail
road car comprising a first rail road car unit and a second rail road car
unit, the first
and second rail road car units being supported by rail car trucks for travel
in a
longitudinal rolling direction, and being joined together at an articulated
connector.
The first rail car unit has a first deck along which wheeled vehicles can be
conducted.
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The second rail car unit has a second deck along which vehicles can be
conducted, the
second deck being separated longitudinally at the articulated connector. A set
of
bridge plates extends between the first and second decks to permit wheeled
vehicles
to be conducted between the first and second decks. At least a portion of the
bridge
plates being mounted flush with the first deck.
In another feature of that aspect of the invention, the first deck has a first
articulated connector end facing toward the articulated connector, and the
bridge plate
has a second portion overlapping the first deck. In another feature of the
invention,
the first deck has a first articulated connector end facing the. articulated
connector.
The second deck has a second articulated connector end facing the articulated
connector. A support member extends from the second articulated connector end
at a
level below the second deck, and the first portion of the bridge plate bears
upon the
support member.
In a further feature, the second deck has a second articulated connector end
facing the articulated connector. A support member extends from the second
articulated connector end at a level below the second deck. The first portion
of the
bridge plate bears upon the support member. In a still further feature, the
bridge plate
is maintained in place relative to the second deck by a retainer, the retainer
permitting
the bridge plate to be lifted relative to the second deck. In another feature,
the retainer
includes at least one hook member. The second deck has a fitting engaged by
the
hook.
In yet another feature the first deck has a wear plate mounted thereto. The
overlapping portion of the bridge plate is located to bear upon the wear
plate. The
overlapping portion of the bridge plate can slide across the wear plate during
curving
motion of the rail road car during travel. In an additional feature, the wear
plate is a
stainless steel wear plate. In a still further feature, the second deck has a
hitch
mounted thereto for engaging highway trailers, and, in the longitudinal
direction, the
hitch is mounted within ten feet of the bridge plate. In yet another feature,
the first
portion of the bridge plate has traction enhancement members mounted thereon.
In
still another feature, the second rail car body has side bearing arms
extending
therefrom next to the articulated connector. The bridge plate is mounted over
one of
the side bearing arms.
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In a further aspect of the invention, there is a rail road car comprising a
rail
road car body supported by rail cars trucks for rolling operation in a
longitudinal
direction. The body has a first end, a second end, and a center sill extending
between
the first and second ends. The center sill is supported by the trucks. The
rail road car
having a pair of side sills spaced to either side of the center sill and a set
of cross-
bearers extending between the center sill and the side sills. A deck is
mounted
between the side sills and above the cross-bearers, the deck permitting the
loading of
vehicles thereupon. The rail road car has first and second pairs of laterally
extending
beams mounted to the center sill. The first pair of laterally extending beams
and the
second pair of laterally extending beams are mounted below the deck and are
longitudinally spaced a distance corresponding to a 40 foot container pedestal
separation distance. The first and second pairs of beams are capable of
supporting a
fully laden 40 foot ISO shipping container.
In a further feature of that aspect of the invention, the laterally extending
beams are mounted to support the deck. In another feature, at least a portion
of the
deck over each of the pairs of laterally extending beams is removable to
permit a
container support pedestal to be mounted to each of the beams. In yet another
feature,
each of the laterally extending beams has a first portion proximate to the
center sill,
and a second portion distant from the center sill. The first portion has a
greater depth
of section than the second portion. In a further feature, the rail road car
has side
sheets depending from the side sills. At least one of the pairs of beams has
distal
portions extending beyond the side sheets. In a further, additional, feature,
the distal
portions having jacking fittings by which an end of the rail car body can be
lifted.
In further aspect of the invention, there is a rail road car having a rail car
body
including an end-loading deck for wheeled vehicles. The rail car body being
supported by rail car trucks for rolling in a longitudinal direction. A set of
container
support beams is mounted to the body beneath the deck. At least a portion of
the deck
being removable to permit container support pedestals to be mounted to the
container
support beams.
In an additional feature of that aspect of the invention, the support beams
support portions of the deck. In a further feature, at least a pair of the
container
support beams have laterally outboard portions, and jacking fittings mounted
thereto
by which an end of the rail road car can be lifted.
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BRIEF DESCRIPTION OF THE DRAWINGS
Figure la shows a conceptual side view of a train having several articulated
vehicle carrying rail road cars, in an unloaded condition;
Figure lb shows a portion of the train of Figure la as split for loading;
Figure lc shows the train portion of Figure la in a split configuration ready
for
loading;
Figure ld shows the train portion of Figure la in a partially loaded
condition;
Figure le shows the train portion of Figure la in a fully loaded condition;
Figure lf shows portions of the train of Figure la in an assembled condition;
Figure 2a shows a side view of a five-pack articulated railroad car for
carrying
highway trailers as loaded;
Figure 2b shows a top view of the five pack articulated rail road car of
Figure 2a
in an unloaded condition;
Figure 2c shows a side view of the rail road car of Figure 2a in an unloaded
condition;
Figure 3a shows an isometric view of a "B-End" unit of an articulated rail
road
car such as shown in either Figure la or Figure 2a, with middle floor
deck plates removed for clarity;
Figure 3b shows a top view of the articulated rail road unit car of Figure 3a;
Figure 3c shows a side view of the articulated rail car unit of Figure 3a;
Figure 3d shows an underside view of the rail road car unit of Figure 3a;
Figure 3e shows an end view of the articulated rail road car unit of Figure
3a;
Figure 3f shows a mid-span cross-section of the rail road car unit of Figure
3a;
Figure 3g shows an enlarged side detail of the rail car unit of Figure 3a at
the
coupler end of the car;
Figure 3h shows an enlarged top detail of the rail car unit of Figure 3a;
Figure 4a shows a top view of a bridge plate for the rail car unit of Figure
3a;
Figure 4b shows a side view of the bridge plate of Figure 4a;
Figure 4c shows an end view of the bridge plate of Figure 4a;
Figure 4d shows a section of the bridge plate of Figure 4a taken on `4d - 4d';
Figure 4e shows a section of the bridge plate of Figure 4a taken on `4e - 4e';
Figure 5a is a partial isometric view of the bridge plate of Figure 4a in an
extended position relative to the rail car unit of Figure 3a;
Figure 5b is a partial isometric view of the bridge plate of Figure 4a in a
stored
position relative to the rail car unit of Figure 3a;
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Figure 5c is a top view of the bridge plate of Figure 5a showing in service
deflection;
Figure 6a is an isometric view of a transition bridge plate for the rail car
unit of
Figure 3a;
Figure 6b is a top view of the transition bridge plate of Figure 6a;
Figure 6c is a side view of the transition bridge plate of Figure 6a;
Figure 7a is an isometric view of a cam crank of the rail car unit of Figure
3a;
Figure 7b is a side view of the cam crank of Figure 7a;
Figure 7c is an end view of the cam crank of Figure 7a;
Figure 7d is a cross-section of the cam crank of Figure 7a taken on `7d - 7d';
Figure 7e is a view of the cam crank of Figure 7a taken on arrow `7e';
Figure 7f shows a partial cross-section of the rail car unit of Figure 3a
taken on
`7f - 7f' showing the cam crank of Figure 7a installed;
Figure 7g shows a partial sectional view across the rail car unit of Figure 3a
with
the cam crank of Figure 7a installed;
Figure 8a shows a partial side sectional view of two rail road cars having
bridge
plates, as shown in Figure 7a, in a separated position;
Figure 8b shows the rail road cars of Figure 8a in an approach position;
Figure 8c shows the rail cars of Figure 8a as one bridge plate meets a cam
crank;
Figure 8d shows the rail cars of Figure 8a in a coupled relationship;
Figure 8e shows the rail road cars of Figure 8a in an alternate approach
position
to that of Figure 8b;
Figure 8f shows the rail cars of Figure 8e as one bridge plate meets a cam
crank;
Figure 9a shows a top view of an articulated connector end of the rail car
unit of
Figure 3a and another adjoining rail car unit;
Figure 9b shows an isometric view of an articulation connection end bridge
plate
for the rail road car of Figure 9a;
Figure 9c shows a top view of the bridge plate of Figure 9b;
Figure 9d shows a side view of the rail road car of Figure 9b;
Figure l0a shows an isometric view of a`A-End" unit of the articulated rail
road
car of Figure la with middle floor deck plates removed for clarity;
Figure lOb shows a top view of the articulated rail road unit car of Figure
10a;
Figure lOc shows a side view of the articulated rail car unit of Figure 10a;
Figure lOd shows an underside view of the rail road car unit of Figure 10a;
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Figure l la shows an isometric view of an intermediate "C" unit of the
articulated
rail road car of Figure la with middle floor deck plates removed for
clarity;
Figure 11b shows a top view of the articulated rail road unit car of Figure l
la;
Figure 11 c shows a side view of the articulated rail car unit of Figure l la;
Figure lld shows an underside view of the rail road car unit of Figure l la;
Figure 12a shows a top view of the draft gear at the coupler end of the
articulated
rail road car of Figure 3a;
Figure 12b shows a sectional of the draft gear of Figure 12a taken on `12b -
12b';
Figure 13 shows an alternate side sill assembly for a rail car unit such as
shown
in Figure 3a;
Figure 14a shows an end view of a hitch assembly such as shown in Figure 3a,
in a raised position;
Figure 14b shows the end view of Figure 14a with the hitch in a lowered
position and a highway trailer rolling thereover; and
Figure 14c shows the end view of Figure 14a with the hitch in a lowered
position
and a highway trailer rolling eccentrically thereby;
Figure 15a shows an isometric view of a dual purpose cross-beam of the
articulated rail car unit of Figure 3a;
Figure 15b shows a top view of the dual purpose cross-beam of Figure 15a;
Figure 15c shows an end view of the dual purpose cross-beam of Figure 15a; and
Figure 15d shows the cross-beam of Figure 15b viewed on section `15d - 15d'.
DETAILED DESCRIPTION OF THE INVENTION
The description that follows, and the embodiments described therein, are
provided by way of illustration of an example, or examples of particular
embodiments
of the principles of the present invention. These examples are provided for
the
purposes of explanation, and not of limitation, of those principles and of the
invention. In the description, like parts are marked throughout the
specification and
the drawings with the same respective reference numerals. The drawings are not
necessarily to scale and in some instances proportions may have been
exaggerated in
order more clearly to depict certain features of the invention.
In terms of general orientation and directional nomenclature, for each of the
rail road cars described herein, the longitudinal direction is defined as
being
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coincident with the rolling direction of the car, or car unit, when located on
tangent
(that is, straight) track. In the case of a car having a center sill, whether
a through
center sill or stub sill, the longitudinal direction is parallel to the center
sill, and
parallel to the side sills, if any. Unless otherwise noted, vertical, or
upward and
downward, are terms that use top of rail, TOR, as a datum. The term lateral,
or
laterally outboard, refers to a distance or orientation relative to the
longitudinal
centerline of the railroad car, or car unit, indicated as CL - Rail Car. The
term
"longitudinally inboard", or "longitudinally outboard" is a distance taken
relative to a
mid-span lateral section of the car, or car unit. Pitching motion is angular
motion of a
rail car unit about a horizontal axis perpendicular to the longitudinal
direction.
Yawing is angular motion about a vertical axis. Roll is angular motion about
the
longitudinal axis.
By way of general overview, Figures la to 1f illustrate the process of loading
wheeled vehicles onto a train of multi-unit articulated railroad cars. In this
example,
an assembled train of articulated rail road cars, indicted generally as 20,
includes a
string of three-pack articulated railroad cars 21, 22 , 23 and 24 joined
together with a
two rail car unit articulated rail road car 25, drawn by a locomotive
indicated as 38.
Train 20 travels in a longitudinal direction toward its destination. While
train 20 is
travelling, bridge plates 150 (described more fully below) remain extended in
a
length-wise (i.e., longitudinal) "drive-over" orientation, such as shown in
Figure 5a
below, to span the gap at the releasable coupling between the decks of the
adjacent
rail car units of rail road car 21 and rail road car 22, as well as between
rail road cars
23 and 24, 24 and 25. At the coupled connection between rail road cars 22 and
23,
bridge plates 150 do not extend lengthwise but are disposed in a stowed, cross-
wise
orientation, transverse to the longitudinal centerlines of the rail road cars,
as shown in
Figure 5b below. Likewise, at the ends of the string of vehicle carrying rail
road cars,
such as adjacent locomotive 38, at the end of train location, (or, in another
context, at
a car coupled to a different type of freight car), bridge plates 150 are also
placed in
their stowed position, as in Figure 5b. It is preferred that train 20 be a
unit train
composed of vehicle carrying rail road cars, and not coupled to any other type
of car.
In the second, enlarged, partial view of Figure lb, train 20 has arrived at
its
destination, and a rear portion 27 of train 20 has been spotted at a first
location, while
another, more forward portion 29 has been spotted further along the track. The
two
portions are separated by a few hundred feet. Train 20 has been split at the
releasable
coupling between the rear end unit of rail road car 22 and the forward end
unit of rail
road car 23. In the separated position of Figures lb, lc, ld, and le, the
cross-wise
CA 02646783 2008-12-18
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stowed orientation of the bridge plates at the opposing ends of rail road cars
22 and 23
facilitates use of movable ramps 59 for loading, or unloading, of train 20. As
shown
in the succession of views of Figures lc, ld, le and lf, hostler trucks 40 are
used to
move ramps 59 into place adjacent the split, (i.e., uncoupled), ends of rail
road cars 22
and 23, and are then used to back wheeled vehicles, in this instance highway
trailers
42, into place, each highway trailer 42 facing the split, with its king pin
engaging the
hitch plate of a collapsible hitch 112 or 114 (see below), and its landing
gear cranked
firmly down. (Other types of wheeled vehicles, whether automobiles, trucks,
farm
machinery, or buses could be loaded in a similar manner, with or without a
towing
tractor, as may be suitable). At the internal ends of rail road cars 21, 22,
23, 24, and
25, the length-wise extended bridge plates make those ends "drive-over" ends
that
permit highway trailers to be conducted along a continuous path between cars.
When all of the rail car units have been loaded, train 20 is ready. The split,
(or
splits, as the case may be) can be closed by gently shunting the forward and
rearward
portions 29 and 27 together. Train 20 is then ready to depart for its next
destination.
In the example train 20 arrives empty. However, it would be customary for the
loading procedure described to have been preceded by an unloading procedure
for
highway trailer units arriving from the previous depot, as by reversing the
steps of
Figures le, ld, 1c and lb.
Describing elements of train 20 in greater detail, coupled units 22 and 23
have
respective first, or "drive over" end units 26, and 28, intermediate
articulated units 30
and 32, and coupled end units 34 and 36. For the purposes of this description,
it can
be taken that units 26 and 28 are the same, units 30 and 32 are the same, and
units 34
and 36 are the same, but facing in opposite directions. Each of the rail car
units
having a coupler end, namely units 26 and 28, 34 and 36, has an end truck, 35,
mounted under a main bolster at the coupler end, whichever end it may be. Rail
car
units 26 and 30, 30 and 34, 36 and 32, and 32 and 28 are joined together by
articulated connectors indicated generally as 37, mounted over respective
shared
articulated connection trucks 39. Rail car units 34 and 36 are connected by
releasable
couplers 44 and 46. Articulated connector bridge plates 300 (whether left or
right
handed, as described below) span the gaps between rail car units 26 and 30, 30
and
34, 36 and 32, and 32 and 28. With the aid of articulated connector bridge
plates 300,
and movable bridge plates 150, to one side of the split between rail road cars
22 and
23, decks 47, 48, 49, 50, 51, and 52, (and to the other side, 47, 48, 49, 50,
51, 52, 53
and 54) form continuous pathways, or roadways, upon which vehicles can be
conducted in either forward, driving, direction or a reverse, backward
direction. If
CA 02646783 2008-12-18
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additional railroad cars are joined at the opposite ends of railroad cars 22
and 23,
further bridge plates can be employed to extend the length of the pathway.
For the purposes of this description, although Figures la, lb, lc, ld, le, and
lf show a locomotive and three-pack or two-pack articulated cars, other
combinations
of articulated cars having any reasonable number of articulation units can be
employed. 2-unit, 3-unit, and 5-unit articulated packs are relatively common.
It will
be understood that the example of Figures la - lf is meant symbolically to
represent a
train of any suitable length. Typically, a unit train would include a much
larger
number of cars units, such as 60 or 80 rail car units composed of a
multiplicity of 2, 3,
5 or 6 (or more) unit articulated cars strung together. Such a train can be
directed
onto a siding, with successive portions of the string spotted at different
locations
along the siding, leaving gaps of, typically, 200 or 300 feet between sections
to permit
the placement of ramps as may be suitable. When the cars are loaded, the ramps
are
removed. The locomotive can then reverse, closing each successive gap and
permitting the rail road cars to be reconnected at their respective coupler
ends.
In the example shown, end rail car units 26 of rail road car 21, and 28 of
rail
road car 25, each have a movable bridge plate 150 carried at their uncoupled
ends (in
the case of rail car unit 26, the "uncoupled end" is actually coupled to
locomotive 38,
the context of "uncoupled" meaning an end that is not coupled to another
similar rail
car for carrying vehicles to which a bridge plate would be extended). If a
larger train
were assembled, the uncoupled ends of car units 26 and 28 would be coupled to
mating ends of other articulated cars. When additional cars are joined, the
collapsible
hitches are oriented in the same direction, namely, all facing toward the
location of
the split. Thus, away from the split, a car unit 26 would mate with a car unit
like car
unit 34, and so on. In a long train there would tend to be more than one
split.
For the purposes of illustration, rail road car 22, which includes rail car
units
26, 30, and 34 will be described in greater detail. It will be appreciated
that a two-unit
articulated rail road car, such as rail road car 25, can be assembled by
joining units 26
and 34 directly together, and that, in general, articulated rail cars of
varying lengths
can be assembled from a pair of ends units, such as units 26 and 34, and any
chosen
number of intermediate units (i.e., cars not having coupler ends) such as unit
30. A
five-pack assembled in this way is shown loaded in Figure 2a, and unloaded in
Figures 2b and 2c. For the purposes of this description, unit 26 is
arbitrarily
designated as the "A-End" unit, unit 34 is the "B-End" unit, and unit 30 is
the "C", or
intermediate unit. In rail road terminology the "B" end of a rail road car is
the
CA 02646783 2008-12-18
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handbrake end, or predominant hand brake end. When several "C" units are
employed in a multi-unit articulated rail road car, as in the five pack of
Figures 2a, 2b
and 2c, each may be referred to as the "C', "D", or "E" unit (and so on if
more units
are used). There are minor structural differences between the intermediate
units, such
as whether one hitch is provided or two, and corresponding cross-bearer and
deck web
reinforcements. For the purposes of this structural description any
intermediate car
unit will be referred to as a "C" unit, and unit 30 will be taken as
representative of
intermediate units in general, whatever their hitch layout may be.
The second end unit (the "B" unit) 34 is shown in Figures 3a, (isometric, with
decking partially removed to reveal deck supporting structure), 3b (side) 3c
(top view,
with decking partially removed to reveal structure) 3d (underframe) and 3e
(coupler
end view). Car unit 34 has a main longitudinal structural member in the nature
of a
main center sill 60 having a draft pocket 62 at one end (i.e., the "coupler
end" portion,
64 of unit 34), and an articulated connector socket in the nature of a
rectangular
fabricated steel box 66 into which one half of an articulated connector 68 is
mounted
at the other end (i.e., the articulated connection end portion, 70 of car unit
34). In
between the coupler end portion 66 and the articulated end portion 70 is a
central
portion, 72, being the mid-span portion of the car between its trucks.
As shown in the offset section of Figure 3f, over the central portion 72, of
unit
34 center sill 60 has the form of a hollow beam having a top flange 74, a
bottom
flange 76, and a pair of spaced apart vertical webs 78, 80. A set of cross-
bearers 82
extend outwardly from roots at the side webs of center sill 60 to laterally
outboard
ends that meet in lap welded joints with vertical gussets 83 of meet side
sills 84 and
86. Each of side sills 84 and 86 has a hollow rectangular top chord member 90,
an
outer cowling sheet, or web 92, a bottom chord in the form of an angle 94, and
a
cross-bearer flange extension 96 in the form of a bent member welded to the
inner
face of top chord member 90 in a downwardly hanging position, the upward
portion,
or leg of extension 96 lying on the same slope as the top chord web, the
inwardly
extending portion, or leg, of extension 96 lying roughly horizontally to
provide a lip
that is welded to the top flange of the cross-bearer.
Floor panels 100 span the pitches between cross-bearers 84, to provide a
continuous pathway from one end of the car to the other. Each floor panel 100
is
formed from a series of spaced apart, longitudinally extending channels 102,
103, 104
surmounted by a top sheet, or flange 106 whose upper surface 108 forms a path
for
the wheels of vehicles loaded on the car unit. Upper surface 108 is roughly
flush with
CA 02646783 2008-12-18
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top flange 74 of center sill 60, and floor panels 100 and top flange 74 co-
operate to
form deck 47 of rail car unit 34. Side sills 84 and 86, run along the sides of
deck 47.
Top chord member 90 of each of side sills 84 and 86 extends well above the
level of
top surface 108, and serves as a curb to encourage trailers to stay on the
trackway, or
roadway, defined on deck 47 between top chord members 90, as they are backed
along the rail car unit.
Each of side sills 84 and 86 is canted inwardly, such that its lower
extremity,
or toe, is nearer to the rail car longitudinal centerline than the top chord.
The inward
cant of top chord member 90 of side sills 84 and 86 gives this curb an angle
or
chamfer, as shown in Figure 3f, such that a truck tire must ride up the slope
before it
can escape, the chamfer yielding a self-centering effect as the tires try to
ride along it.
Although only a few floor panels 100 are shown, it will be appreciated that
floor
panels 100 are located continuously to permit vehicles to be driven over the
car units,
as in Figure 2b.
At either end of the central portion of car unit 34, there are dual purpose
cross-
beams 109, 110 located at longitudinal stations corresponding to the 40 ft
container
pedestal locations of a container carrying rail car. Cross-beam 110 is shown
in
greater detail in Figures 15a to 15d. These dual purpose cross-bearers have a
rectangular box section, having fore and aft webs 105, 107, a top flange 115,
and an
inclined bottom flange 117. Cross-beams 109, 110 perform as cross-bearers
generally, but also permit lifting of one end or the other of car unit 34
during
maintenance (such as truck replacement). Cross beams 109 and 110 also permit
the
removal of floor panels 100 and installation of container support pedestals if
it is
desired to convert car unit 34 to container carrying service rather than TOFC
service,
and as such are capable of supporting a fully loaded 40' ISO or 45', 48' or
53'
domestic container. Cross-bearers 82, and dual purpose cross-beams 109, 110
have
respective intermediate webs 111, 113 to discourage deflection of the upper
cross-
bearer flange at the location of application of the floor panel loads, or,
additionally, in
the case of cross-bearers 110, container pedestal loads. Cross-bearers 109,
110 have
upwardly and downwardly extending gussets 99, 101 that mate with web 92 or
side
sill 84 (or 86), and a distal tip 97 that extends proud of side sills 84 (or
86) to provide
a jacking point fitting 98 at these locations. This facilitates lifting of end
portion 70
during, for example, repair, maintenance or replacement of shared truck 39.
Web 92
has a V-shaped external reinforcement doubler plate 119 at this location.
A first collapsible hitch 112 is also mounted to top flange 74 of center sill
60
CA 02646783 2008-12-18
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in a mid span position for engaging a 28' pup-trailer, if required. A second
collapsible hitch 114 is mounted roughly 4 inches inboard from the truck
center, CL
Truck, at coupler end, end portion 64. The cross-bearer flanges are reinforced
under
the hitch locations, as shown at 116.
At the coupler end, end portion 64, main center sill 60 of rail car unit 34
becomes shallower, the bottom flange being stepped upwardly to a height
suitable for
being supported on truck 35. Side sills 84 and 86 also become shallower as the
bottom flange curves upward to clear truck 35. Rail car unit 34 has a
laterally
extending main bolster 120 at the longitudinal station of the truck center (CL
Truck),
and a parallel, laterally extending end sill 122 having left and right hand
arms 121,
123 extending laterally between the coupler pocket and the side sills. In
their distal,
or outboard regions, arms 121 and 123 have ramp engagement sockets 125 in the
nature of rectangular apertures, with which prongs 127 of ramp 59 can be
engaged to
align ramp 59 with car unit 34 for loading.
As shown in Figure 7g, top flange 74 of center sill 60 has a downwardly
sloping transition 124 longitudinally outboard of main bolster 120, and a
level,
horizontally extending portion 126 lying outboard thereof, such that the end
portion of
center sill 60 is stepped downward relative to the main portion of top flange
74
inboard of bolster 120. A bridge plate support member, in the nature of an
outboard
horizontal shelf portion 134, includes left and right hand plates 128, 130
that form
upper flanges for, and extend longitudinally inboard of, arms 121 and 123 of
end sill
122 to define bridge plate support members.
A laterally extending structural member, in the nature of a fabricated closed
beam 136 is welded to horizontal portion 126 of center sill 60 between side
sills 84
and 86. Beam 136 has vertical legs 138 extending upwardly of portion 126 and a
horizontal back 140, lying flush with the level of top flange 74 at the
longitudinal
location of main bolster 120. Left and right hand deck plates 141 are welded
to back
140 and extend above tapered portion 130 to terminate at main bolster 120.
Plates 128 and 130 are flush with downwardly stepped horizontal portion 126
of top flange 74, and co-operate with portion 126 to define a continuous shelf
across
(i.e., extending cross-wise relative to) the end of rail car unit 34, outboard
of the end
of deck 47 defined by the longitudinally outboard edge of beam 136. In this
way a
step, depression, shelf, or rebate, or recess 142 for accommodating (or for
receiving) a
bridge plate, is formed in the end of rail car unit 34 adjacent to the coupler
144, upon
CA 02646783 2008-12-18
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which bridge plate 150 can rest, as described below.
When seen from above, as in Figure 3h, the outboard end portions 146 and
148 of side sills 84 and 86, respectively, are splayed laterally outward to
give a flared
end to the pathway, trackway, or roadway, defined between the curbs of their
respective top chord members 90. The flare is achieved with a mitre, or
chamfer, but
could also be achieved with a smooth curve, and serves to provide a lead-in
for truck
wheels to the straight curb portions of top chord members 90 and to allow
motion of
the bridge plates during operation, as indicated in Figure 5c. The angle of
the flare is
sufficient to tolerate yawing of bridge plate 150 as the train travels, the
edge of bridge
plate 150 lying next to the flare on the minimum design track radius.
A gap spanning structural member, or beam, namely bridge plate 150, is
indicated in Figures 4a, 4b, 4c, and 4d. Bridge plate 150 is preferably of
steel
construction, but could be of aluminum, or suitable reinforced engineered
plastics, to
reduce the weight to be manipulated by railyard crews. Bridge plate 150 has
the
construction of a rigid flanged beam, having a top flange, or sheet 152, upon
whose
upper surface 154 vehicles can be conducted. Sheet 152 is backed by a pair of
spaced
apart, longitudinally extending channel members 155 and 156, welded with toes
against sheet 152. A pair of formed angles 158 and 160 are welded laterally
outboard
of channel members 155 and 156, and a plate 162 is welded to span the gap
between
the backs of channel members 155 and 156. In this way plate 162, the backs of
channel members 155 and 156, and the horizontal legs 164 and 166 of formed
angles
158 and 160 act as a bottom flange in opposition to the top flange, sheet 152,
with the
other legs and toes acting as vertical shear transfer webs. A traction
enhancement
means is provided to give bridge plate 150 a non-smooth, or roughened track,
in the
nature of laterally extending, parallel, spaced tread bars 168 welded to the
mid-span
portion of sheet 152.
At one end, defined as the proximal, or inboard end, 170, bridge plate 150 has
a pivot fitting, in the nature of a pair of aligned holes 172, 173 formed in
sheet 152
and plate 162 to define a hinge pin passage. The axis 174 of the passage
formed
through hole 172 is normal (i.e., perpendicular) to upper surface 174 of sheet
152,
and, in use, is ideally vertical, or predominantly vertical given tolerance
and
allowance for yaw, pitch and roll between the rail road cars. Proximal end 170
is
chamfered as shown at 176, 178 and is boxed in with web members 180, 182.
Although a mitre is preferred for simplicity of manufacture, either end of
bridge plate
150 could have a rounded shape, rather than a mitre.
CA 02646783 2008-12-18
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At the other end, defined to be the distal, or outboard end, 184, bridge plate
150 is bifurcated, having a linear expansion member in the nature of a
longitudinally
extending guideway, or slot, 186, defined between a pair of tines, or toes
188, 190,
each having an external chamfer as shown at 192, 194. The distal ends of
channel
members 154, 156 are also boxed in at distal end 184 as shown at 196. A web
member, in the nature of a gusset 198 is welded between the facing walls of
channels
155 and 156, adjacent to the groin of slot 186, to encourage toes 188 and 190
to
maintain their planar orientation relative to each other.
As shown in Figures 5a, bridge plate 150 can be mounted in an employed,
drive-over, or length-wise extended position, in which distal end 184 is
located
longitudinally outboard of end sill 122, and in which the longitudinal axis of
bridge
plate 150 is parallel to the longitudinal centerline axis of car unit 34 (on
straight track,
but otherwise depending on pitch and yaw between cars) to permit vehicles to
be
conducted between cars. Bridge plate 150 can also be mounted in a stowed,
lateral,
transverse or cross-wise position, as shown in Figure 5b, in which the
centerline of
bridge plate 150 is perpendicular to the longitudinal centerline of car unit
34.
Shelf portion 134 has a first bore formed therein to one side of longitudinal
centerline of unit 34. A pivot fitting, or mounting fitting, in the nature of
a collar 200
is mounted flush with, or slightly shy of the upper surface of shelf portion
134, at a
first location, indicated as bore 202, for alignment with through hole 172. As
discussed below in the context of Figures 8a - 8c the toe of bridge plate 150
can be
tipped up slightly. To do this, the rear, or longitudinally inboard edge of
shelf portion
134 acts as a fulcrum. A retaining member, in the nature of a hinge pin 204,
is
fabricated from a section of pipe 206 of a size permitting a loose fit within
collar 200
to allow for roll, pitch and yaw between cars. Pipe 206 has a flange 208
mounted at
one end, the proximal or upper end. Flange 208 bears on sheet 152 to prevent
pipe
206 from falling though collar 200. Pin 204 also has a lifting fitting in the
nature of a
internal cross bar 209 mounted at the flanged end. Bar 209 is grasped to
withdraw pin
204 (or 205, below). The distal or lower end of pipe 206 is slotted to accept
a
transverse pin 210, itself held in place by a locking member in the nature of
a cotter
pin, that prevents hinge pin 204 from unintentionally lifting out or collar
200. Shelf
portion 134 also has an abutment, or stop, not shown, welded to the upper
surface of
plate 130 to prevent bridge plate 150 from being pivoted past the stowed
position, and
so preventing the side of bridge plate 150 from hitting cam crank 241
(described
below) inadvertently if transition plates 232 is in the raised position (also
described
CA 02646783 2008-12-18
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below).
When hinge pin 204 is in place, bridge plate 150 is restricted, or
constrained,
within the limits of a loose fit, to a single degree of freedom relative to
rail car unit
34, namely pivotal motion about a vertical axis. The sloppy, or loose, fit of
hinge pin
204 within collar 200 gives a limited amount of play to permit tipping the
bridge plate
upward during coupling, and to permit sufficient roll, pitch and yaw for
normal
railroad operation. In the preferred embodiment, a nylon (t.m) pad 211 is
mounted to
the underside of bridge plate 150 to provide a bearing surface for riding
against shelf
portion 134. In alternative embodiments other types of relatively slippery,
high
density, or UIIMW, polymer materials could be used.
Shelf portion 134 of shear plate 130 has a second bore formed therein offset
to
the other side of longitudinal underside of car unit 34. As shown in Figure
7g,
another collar 200 is mounted to the underside of, and flush with (or, shy of)
plate 128
of shelf portion 134 at a second location, indicated as bore 214, at the same
longitudinal station as bore 202 for alignment with slot 186 when bridge plate
150 is
in the lateral, or storage, position resting fully on shelf portion 134.
Another hinge
pin 205, of the same construction as pin 204 described above, is provided to
secure
bridge plate 150 in the stowed position, the distal end of pin 205 locating in
bore 202
and the proximal end locating in slot 186 defined between toes 188, 190 where
hinge
pin 205 is removed, bridge plate 150 is able to pivot about the hinge formed
by the
co-operation of hinge pin 204, collar 200 and through hole 172.
When a bridge plate such as bridge plate 150 is in the extended (i.e.,
lengthwise, or longitudinal) position, and its distal end (or tip) engages the
adjacent
car, pin 205 is again used, this time to provide a positive, securing,
retaining,
indexing, or alignment member to the engaging fitting, namely slot 186. Slot
186 is
then constrained, within the confines of a loose fit, to permit motion along a
first
linear degree of freedom, namely to slide as the gap between cars shortens and
lengthens as adjacent rail car units yaw, or translate transversely, relative
to each
other, and a rotational degree of freedom relative to the locating pin, i.e.,
pin 205, of
the adjacent car. As above, the loose fit of pin 205 in slot 186 allows for
normal pitch
and roll motion of the cars. As shown in Figure 5c, the combination of a
rotational
degree of freedom at pin 204 of one rail road car, and both rotational and
linear
displacement at pin 205 of the other rail road car, accommodates both curving
and
transverse displacement of the coupler ends relative to each other. That is,
the
interaction of slot 186 with pin 205 provides both a pivot fitting for
accommodating
CA 02646783 2008-12-18
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yawing motion of the adjacent rail road car, but also provides a linear
expansion
member for accommodating variation in distance between the respective vertical
axes
of pin 204 (and, collar 200) of one rail road car, e.g., car 22, and pin 205
(and its
collar 200) of the adjacently coupled rail road car, e.g., car 21.
When viewed in Figure 4a it can be seen that bridge plate 150 has cut-outs
216, 218 formed in its distal end to accommodate cam crank 241 (described
below)
when bridge plate 150 is in the stowed position, and a pair of hand hold rungs
220,
222 mounted to the chamfer of toes 188, 190 to facilitate pulling of bridge
plate 150
from the stowed position, and to facilitate tipping the distal end, or toe, of
bridge plate
150 upward, preparatory to coupling two rail car unit coupler ends together.
Left and right hand transition plates are shown in Figure 6a, 6b, and 6c as
230,
232. Each has pivot fittings in the nature of arcuate hinge tangs 234, 236
extending
from proximal edge 235. Hinge tangs 234, 236 locate in corresponding
apertures,
namely rectangular slots 238, 240 (Figure 7g) formed in back 140 of formed
channel
136. Hinge tangs 234, 236 and slots 238, 240 co-operate to permit upward
lifting of
their distal tips by pivotal motion of each of transition plates 230, 232
about a
horizontal pivot axis lying perpendicular to the longitudinal centerline of
rail car unit
34. As above, there is tolerance in the fit of tangs 234, 236 and slots 238,
240 to
allow for normal railcar motion. Transition plates 230 and 232 cover the gap
that
could otherwise exist between the inboard, or proximal end of bridge plate 150
(on
one side, i.e., 230) or the toes of the bridge plate of the adjoining rail car
(on the other
side, i.e., 232) and the end of deck 47 of rail car unit 34. Since transition
plates 230
and 232 are relatively thin (5/8 inch) they do not present a large bump when
highway
trailer wheels encounter them. Transition plates 230, 232 each have a U-shaped
central relief 237 formed in distal portion 239 to avoid fouling pin 204 (or
205).
In the preferred embodiment, the upper surface of bridge plate 150 is roughly
flush with the level of the adjacent end of deck 47, as taken at the height of
the upper
surface of the top flange fabricated cross-beam 136, such that a generally
level
roadway is formed. It is possible to conduct highway trailers from bridge
plates 150
to deck 47 without the use of transition plates 230, 232, but is more
advantageous to
use transition plates. It is also not necessary that the depth of shelf
portion 134
relative to the end of the deck, (i.e., the height of the step) indicated as
Dl, be the
same as the depth of bridge plate 150, indicated as D2. It is advantageous
that the
height differential between the top of bridge plate 150 and the end of deck 47
be
small, such as less than 1-'/2 inches, and better still, less than 1/2 inch to
reduce the
CA 02646783 2008-12-18
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potential bump. The severity of the bump is also reduced by the use of
transition
plates 230, 232, that permit a mismatch in height to be taken up over a modest
longitudinal distance, rather than suddenly.
It is also possible to use a bridge plate support member other than shelf
portion
134. For example, a cross-beam or cantilevered beam could be used, whether
mounted to end sill 122, center sill 60, side sills 84, 86 or some combination
thereof.
Alternatively a pedestal could be employed having an upwardly protruding pin
in
place of pin 204, and an alternative form of second retainer in place of pin
205, such
as one or more retractable abutments, whether spring loaded or otherwise in
the
manner of spring loaded detents, or a releasable hook or latch, could be used
to
similar effect. The use of a bridge plate kit including bridge plate 150 and
pins 204
and 205 is advantageous since pins 204 and 205 are interchangeable, are used
to
provide motion tolerant retention of the proximal end (by pin 204) and distal
end (by
pin 205) of bridge plate 150 in either lengthwise or cross-wise positions, are
relatively
robust, and are of relatively simple fabrication.
Left and right hand cam cranks are indicated in Figures 3h and 7a to 7g, as
241, 242. Each cam crank is formed from a bent steel bar. Each cam crank has
an
inboard hinge portion 244 and an outboard hinge portion 246 that lie on a
common
hinge axis, 248. As shown in Figures 7f, 7g, inboard hinge portion 244 seats
in an
aperture or socket 245 mounted to the underside of, and at the laterally
outboard edge
of, top flange 72, longitudinally outboard of main bolster 120. Outboard hinge
portion 246 seats in an aperture 247 formed through side sill 84 (or 86, as
the case
may be). Socket 245 and aperture 247 act as hinge fittings within which the
shaft
portions of cam cranks 241 and 242 are constrained to turn. The laterally
outboard, or
distal, end of hinge portion 246 has a torque input fitting, in the nature of
an obliquely
angled transverse bore indicated as slot 249. This angle, V, is greater than
the
outward cant of the side sill web and, in the preferred embodiment illustrated
is about
25 degrees. Slot 249 admits entry of a lever member in the nature of a turning
handle,
or pry bar, by which means railroad personnel can impose a turning torque on
cam
crank 241, 242. As shown, oblique slots 249 are formed in both ends of cam
crank
241, 242 permitting the same part to be used as either 241 or 242 rather than
requiring
fabrication of different left hand and right hand parts. The obliqueness of
slot 249
permits a straight bar to be inserted with less tendency, when rotated, to
foul side sill
84 or 86 as the case may be. Although slot 249 is preferred, other types of
torque
input fitting, such as a bent arm (to act as a lever), a lateral pin of shaft,
a keyway, a
spline or splines, a hexagonal or square head to be engaged by a wrench or
socket, an
CA 02646783 2008-12-18
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allen head and so on could be used. Slot 249 conveniently does not require the
use of
a special socket or key of a particular size.
A first radially extending member, in the nature of an M-shaped cam throw
portion 250 extends between inboard and outboard hinge portions 244 and 246,
and
will be forced through an arcuate path when a sufficiently large torque is
applied
though the crank. In so moving, the flattened peaks of the M-shape, indicated
as 254,
255, act as cams that work to raise distal portion 239 of bridge plate
transition plate
230, (or 232), forcing plate 230 (or 232) to pivot, the proximal end of plate
230 being
held down by hinge tangs 234, 236 so that the tip, i.e., distal portion 239 of
plate 230
(Figures 6a, 6b, 6c) is lifted clear of bridge plate 150. Flattened peaks 254
and 255
(Figures 7a, 7b, 7c) are provided with bushings, or rollers 257, that bear
against the
underside of bridge plate transition plate 230 (or 232).
If bridge plate 150 is in an employed, i.e., extended, position when
transition
plate 230 is lifted, it may tend to want to droop downward since it is
cantilevered out
over end sill 122 without sufficient reaction force, or weight, at the
proximal end to
keep the distal end up. A downward droop may tend not to be advantageous when
pushing cars together to be coupled, since the distal tip would then have a
tendency to
jam into the end sill of the adjacent car. It is also not desirable to require
railroad
employees to have to hold the bridge plate tips up as railcars come together.
To that
end the middle portion of the M-shape, indicated as 258 has a retainer, in the
nature of
a protruding catch, pawl, tooth, stop or abutment 260, fabricated in the form
of a bent,
t-shaped tang 261 with arms welded to either side of portion 258 and the
tongue of
tang 261 extending above and beyond portion 258. When cam crank 241 is rotated
to
lift plate 230, abutment 260 is placed in a position to intercept the most
inboard edge
262 of sheet 152. When thus engaged, abutment 260 discourages bridge plate 150
from drooping as adjacent cars are brought together.
Further, cam crank 242 can be moved to a fully engaged position to lift
transition plate 232 whether or not a bridgeplate is present. When the tip, or
distal,
portion 239 of plate 232 is thus lifted, the distal tip of a bridge plate 150
of an
adjoining car can then be introduced, as shown in Figures 8a and 8b. As the
tip of the
other bridge plate moves into position, it engages the M-shape of cam crank
242 and
pushes it backward (i.e., counterclockwise from the viewpoint of a person
standing
beside car unit 34 facing side sill 86 on the handle side of cam crank 242) to
a
disengaged position. As this happens, transition plate 232 falls down to
engage the
upper surface of the incoming bridge plate in an overlapping position. Once
the tip of
CA 02646783 2008-12-18
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the other bridge plate is on shelf portion 134 (Figure 8d) it can be nudged
(if required)
into position to permit pin 205 to be inserted.
The sequence of operation for uncoupling two rail road cars such as cars 21
and 22 to permit conversion from "drive-over" ends to a "ramp end" is as
follows:
Remove the cross-pin from the lower slot of pin 205. Lift pin 205 and place on
deck
100. Support the distal tip of bridge plate 150 (can be manually lifted, or
alternatively, propped in place). Engage a pry bar or similar bar as a lever
in the
outboard oblique slot in cam crank 241, and apply a force to the bar to
generate a
torque to twist cam crank 241 counter-clockwise (as viewed facing the side
sill by a
person standing beside the car applying force to the lever). This causes the
distal edge
of transition plate 230 to lift, thereby disengaging plate 230 from bridge
plate 150.
Engage abutment 260 to edge 262 of bridge plate 150. (The distal tip of bridge
plate
150 can be released once abutment 260 is engaged). Engage a pry bar as a lever
in
the outboard oblique slot in cam crank 242 and twist in a clockwise direction
to lift
transition plate 232 to a position for receiving another plate. (This step can
either
precede or follow the step of lifting transition plate 230). Operate the
uncoupling rod
to unlock the coupler and close the angle cocks (standard steps for uncoupling
railcars
generally). Pull the rail road cars apart. Rotate (i.e., pivot) bridge plate
150
clockwise (as viewed from above) on pin 204 until toes 88 and 90 rest on shelf
portion 134 beneath the overhang of plate 232. Adjust as needed to permit pin
205 to
enter collar 200, and install pin 205 to secure the distal end of the bridge
plate in place
in the stored position. Lower plate 232 to engage, i.e., sit on, bridge plate
150.
To reverse the process: Unlock, and remove pin 205. Use a pry bar as a lever
in the outboard oblique bores (i.e., slot 249) of cam cranks 241, 242 to raise
intermediate transition bridge plates 230, 232, disengaging them from bridge
plate
150. Haul bridge plate 150 out of its storage position by rotating (i.e.,
pivoting) it
counter-clockwise about pin 204 to the extended position, with edge 262
restrained
under abutment 260. This is the position shown in Figure 8a. Advance the rail
cars
towards each other to cause the respective bridge plates 150 to be received
under
respective intermediate transition plates 232, each bridge plate advancing to
encounter
cam crank 242 of the opposing railcar, knocking it down as the couplers
connect. (See
Figures 8b, and 8c). Replace pins 205 of each respective car, nudging or
adjusting the
bridge plates as required, partially raising bridge plate 232 if necessary to
facilitate
this nudging, and locking pins 205 in place when seated satisfactorily, thus
securing
bridge plate 150. Lower plate 230 onto bridge plate 150. Re-establish the
coupling
CA 02646783 2008-12-18
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between the two cars, including brake lines. The train is again ready to be
moved
along the rail line.
Alternatively, following the sequence of Figures 8a, 8e, 8f and 8d, when
moving the rail road cars together, once the toe of bridge plate 150 (of, for
example,
car unit 34 of car 22) overhangs shelf portion 134 of the adjacent car (e.g.,
car unit 36
of car 24), locomotive 38 can be stopped. Bridge plate 150 can be lowered to
lie on
the receiving portion of the adjacent car, namely shelf 134, by twisting cam
crank 242
to release the heel edge, edge 262, of bridge plate 150. The locomotive can
continue
to urge the cars together, with bridge plate 150 sliding across shelf 134 to
meet cam
crank 241. The procedure may then continue as before, with re-insertion of pin
205,
and so on.
In either sequence, the process includes the steps of positioning the
respective
bridge plates of the rail road cars in a length-wise orientation and advancing
the rail
road cars toward each other to cause their respective couplers to mate. The
step of
advancing includes the step of engaging an extended portion, the distal tip,
of each of
the bridge plates with a receiving member, shelf portion 134, of the other
rail car. The
step of positioning each of the bridge plates includes securing the distal tip
in a raised
attitude relative to the proximal portion, as described above. The step of
engaging
includes a step of securing each the bridge plate to the other of the rail
road cars by re-
inserting hinge pin 205 to link slot 186 of each bridge plate with the socket
formed by
the respective collars, 200.
The step of advancing the cars together is preceded by the step of moving
(i.e.,
raising) transition plates 232 to the raised position to facilitate engagement
of bridge
plate 150 with the receiving member, namely shelf portion 134. The step of
engaging is
followed by the step of placing, (i.e., lowering) transition plate 232 to an
overlapping
position between the received distal tip of bridge plate 150 and vehicle
carrying deck 47.
The step of raising transition plate 232 includes the step of employing a
prop, namely
cam crank 241 to maintain transition plate 232 in the raised position. The
step of
engaging includes advancing the bridge plate to disengage the prop, thus
causing
transition plate 232 to move to the overlapping position.
On level track, the swinging of bridge plate 150 between length-wise and
cross-wise positions occurs in the plane of shelf portion 134, that plane
being a
horizontal plane, such that rail yard personnel do not need to raise (or
lower) the
bridge plate to (or from) a vertical, or nearly vertical, position as was
formerly
CA 02646783 2008-12-18
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common. Further still, since the arrangement of bridge plate 150 can
accommodate
train motion, whether due to pitch, yaw, roll or uneven spring compression
between,
for example, car units 34 and 36, bridge plate 150 may remain in its extended,
bridging position spanning the gap between units 34 and 36 when rail road cars
22
and 24 are in motion, and does not need to be moved each time the train is
loaded or
unloaded. Bridge plate 150 may tend not to need to be moved to or from its
stowed
position except when rail road cars 22 and 23 (or such others as may be joined
together) are split apart from their neighbours, or joined together again.
This may
occur only relatively infrequently to permit the train consist to be changed.
This may
tend to reduce the number of times rail yard personnel are required to handle
the
bridge plates, and may tend to reduce the length of time required for loading
and
unloading.
The process for changing bridge plate 150 from the length-wise position to the
cross-wise position is relatively simple: the rail car is established in an
uncoupled
position by uncoupling the rail road cars and moving them apart, thus
disengaging the
distal tip of bridge plate 150 from the adjacent car, and establishing bridge
plate 150
in the extended position. Pin 205 is removed, transition plate 230 is
disengaged from
bridge plate 150 by raising its distal portions clear of bridge plate 150.
Plate 232 is
also raised. Then bridge plate 150 is moved from the length-wise position to
the
cross-wise position. As noted, the step of moving includes swinging bridge
plate 150
in the horizontal plane of portion 134 about the pivot mounting provided by
the
interaction of pin 204 in collar 200. This is followed by securing bridge
plate 150 in
place by reinserting pin 205 as a retainer, and by re-engaging transition
plates 230,
232, as by lowering them to the overlapping position. The step of disengaging
the
transition plate from the bridge plate includes the step of operating cam
cranks 241,
242 to lift the distal portions of transition plates 230, 232. The step of
operating the
cam cranks includes the step of turning them to bear against the transition
plates.
The process of converting and re-coupling cars can be followed by a series of
steps for unloading, and then loading (or re-loading) that include placing
ramps at the
rail road car ends, as described above and shown in Figures la - le. In the
loading
and unloading processes the hostler truck and the highway trailers will cross
bridge
plate 150 in its stored, or laterally transverse, position.
Considering now the far end of car unit 34, namely the articulated connection
end 70, shown in Figure 9a, the main vertical shear load is carried though
main center
sill 60 to articulated connector 37 and into shared truck 39. A male pair of
left and
CA 02646783 2008-12-18
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right hand dog-legged side bearing arms 270 and 272 are rooted to main center
sill 60
longitudinally outboard of end body bolster 268. The male pair of side bearing
arms
of the `B' unit, namely side bearing arms 270 and 272 of car unit 26, nest
within the
corresponding left and right hand female side bearing arms 274, 276 of the
adjoining
car unit, intermediate "C" car unit 30. In each case the side bearing arms,
270, 272,
274, and 276 are mounted above side bearing reaction seats, or pads, mounted
to the
truck bolster of shared truck 37. Left and right hand end sills portions 278,
280
extend between side bearing arms 270, 272 and side sills 84, 86. In the case
of car
unit 30, left and right hand end sill portions 282, 284 extend between side
bearing
arms 274, 276 and side sills 283, 285. In each case, side sills 84, 86 and
side sills
282, 284 have chamfered ends as indicated at 286, 287, to give a flared
opening
analogous to that described above at the coupler end of car unit 34.
The decking of car unit 34 is indicated generally as 47, and includes left and
right hand deck plates 288, 290 mounted generally flush with, and to either
side of,
the top flange of center sill 60. Similarly, the decking of car unit 30 is
indicated
generally as 48, and includes left and right hand deck plates 292, 294 mounted
to
either side of, and generally flush with, the top flange of center sill 296.
Articulated connection end bridge plates 300 include left and right hand plate
assemblies. Although Figure 9a and the detail drawings of Figures 9b, 9c and
9d
show only a left hand plate assembly 300, the corresponding right hand plate
is of the
same design and construction, and is a mirror image of the assembly shown.
Hence a
description of the left hand plate serves also to describe the right hand
plate.
Assembly 300 includes a plate member 302 with a peripheral profile 304 as seen
in
Figure 9c. The outer portion 306 of profile 304 forms a circular arc having a
center of
curvature at the pivot center of articulated connector 37 (as seen from above
in Figure
9a). The arc of outer portion 306 falls within the profile of flared ends 284,
286.
Working in a counter-clockwise direction in Figures 9a and 9c, adjacent to arc
306,
profile 304 has a straight portion 308 cut on a mitre to correspond to the
mitred edge
309 of deck plate 292 (or 294, if opposite handed). The plates are mitred to
conform
to the taper of the end of deck 48. At the laterally inboard end of mitred
edge, portion
308, is an inward tab, 312, and an inboard edge 314 following, generally, the
profile
of the male side bearing arm 270 (or 272, as may be). An outwardly extending
edge
316 runs obliquely outward from inboard edge 314 to terminate at a generally
arcuate
horn, or protruding wing 318 whose outer edge is defined by circular arc. The
underside of wing 318 bears on a stainless steel wear pad 320 (or 321,
opposite hand)
welded to the upper surface of deck plate 292 (or 294) in the region of the
flare of side
CA 02646783 2008-12-18
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sill 84 (or 86) over end sill portions 278, 280. A stainless steel wear plate
may tend to
be less prone to rust than mild steel, and, like assembly 300, can be replaced
as a
consumable if needed.
An array of deck engagement fittings is indicated generally as 322 and
includes plate retainers in the nature of three parallel bars bent into `Z'
shaped hooks.
The first, upper leg 323 of the `Z' is longer than the lower leg, and is
welded in
position lying along the top of plate 302 and, when installed, extends
parallel to the
rail car longitudinal centerline of unit 30, as shown in Figure 9a. Deck
plates 292 and
294 of car unit 30 have deck extension portions 324, 326 that extend past
respective
end sill portions 282 and 284 and that are welded on inboard and outboard
edges to
female side bearing arms 274, 276 and corresponding flared side sill end
portions,
namely chamfers 286, 287.
Extension portions 324, 326 have members for supporting the adjacent edge
portion 308, namely a backing bar, or shelf 327 welded to extend past the lip
of the
mitred edge of deck 48. Extension portions 324, 326 also have mating fittings
for
engaging the hooked ends of fittings 322, namely a set of corresponding holes
328
and are cut on a mitred angle to match the mitre of edge 308. The short end
legs 330
of fittings 322 can be inserted into holes 328, and then assembly 300 can be
pivoted
and the vertical riser portions 332 slid through the holes, such that assembly
300 is
placed in its installed position. As such, assembly 300 can be raised
relatively easily
by hand to permit replacement or to permit separation of rail car units 26 and
30, as
may be required to permit replacement of the shared truck during a maintenance
overhaul. As additional features, assembly is stepped downward at oblique fold
lines,
indicated at 334, 336, and has traction bars 338 to encourage better grip as
vehicles
are moved thereover. Traction bars 340 are also provided on deck 56.
As illustrated, the "B-end" unit, rail car unit 34, has two collapsible
hitches
112, 114 as indicated above. The "A-end" unit, rail car unit 26 has a single
collapsible hitch, mounted over the main bolster, and the intermediate "C"
unit, rail
car unit 30, has a collapsible hitch mounted roughly 6 feet longitudinally
inboard of
the nearest point of articulation. The choice of hitch number, and location
may vary
depending on the anticipated population of trailer sizes to be carried. As
such, any of
the "A", "B", "C' or other units may have a single collapsible hitch, or two
collapsible
hitches, at the option of the rail car buyer. The proximity of hitch 114 to
the
articulated connector end of rail car unit 30 is such that hostler truck 40 is
supported
by plate assemblies 300 when picking up a trailer from hitch 114. It is
advantageous
CA 02646783 2008-12-18
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to maintain a flush deck, as at the portion of assembly 300 immediately
adjacent to
deck 48, to give the hostler truck more vertical clearance under the nose of
the
highway trailer than if the assembly 300 were raised to overlap deck 48.
As shown in Figures 3f, 3g and 3h, deck access fittings, in the nature of
steps
350, 352 and hand grabs 354, 356 are located inboard of the king-pin mounting
centerline of hitch 112 (or 114, as the case may be) a distance `*' generally
corresponding to the distance between the king pin and the crank for the
landing gear
of the highway trailer. These deck access fittings may tend to permit rail
yard
personnel to mount the rail car units (whichever they may be) more closely adj
acent
to the position of the landing gear cranks of the highway trailers, reducing
the
distance to walk along the car, and reducing the need to edge past the nose of
the
highway trailer to reach the landing gear crank.
The preferred distance `*' from the center of the hitch kingpin fitting to the
center of the ladder rungs (or steps 350, 352, as may be the case) is about 88
inches,
the rung width is about 18 inches and the opening between the hand grabs 354,
356 is
about 24 inches, the height of the hand grabs being about 8 inches above the
top of the
top chord, and the top of the top chord being about 8 inches above the deck on
which
the highway trailer wheels roll. While the optimal distance will vary
depending on
the size and strength of the person operating the landing gear crank of the
highway
trailers, a range of distances would be suitable from 5 to 10 feet inboard
(i.e.,
rearward relative to a highway trailer mounted to the hitch plate) of the
hitch king-pin
centerline, and preferably 7 to 8 feet inboard.
Running-boards 358, 360 are mounted to side sill web 92 longitudinally to
either side of steps 350, 352 and extend along web 92 adjacent to hand grabs
354,
356. In the preferred embodiment the length of each running board is 41
inches, and
the width is 6 inches. A running board size in the range of 30 to 60 inches,
or
preferably in the range of 3 to 4 feet, allows for different sizes and
strengths of
operators, and may permit operation of the crank either predominantly with the
right
hand or predominantly with the left hand as may suit the user. Running boards
358,
360 are provided with deformed metal perforated non-skid grating sheets 362.
Running boards 358, 362 are mounted slightly below (roughly 2") the adjacent
deck
level such that personnel operating highway trailer landing gear cranks may
stand
somewhat more upright, and may tend to have a better posture while operating
the
loading gear crank than if standing at the same level as the rail car deck.
CA 02646783 2008-12-18
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Although ladder rungs are shown mounted to side sills 84, 86, other types of
climbing foothold can be used. For example, in the alternative embodiment of
Figure
13, a rail road car side sill assembly 370 is provided with square sided foot
holds 372
formed in the web 374 of the side sill.
Returning to hitches 112 and 114, and Figures 14a (hitch raised), 14b, and 14c
(hitch lowered), the width of deck 47 between side sills 84 and 86 is
indicated as W.
In the preferred embodiment this width is 104 inches. The WD deck width is
chosen
to accommodate the maximum highway trailer bogie tire width width, nominally
102
inches. Hitch 112 (or 114, as the case may be) is a retractable, tractor
operated hitch
that can be raised an lowered by hostler truck 40. It has a front pivot mount
375 and a
rear pivot mount 376, each falling within a hitch width designated as WH.
Inasmuch
as not all highway trailers have bogies of the same width, if the outside tire
sidewall
on one side is bearing against the chamfered inside face of either side sill
84 or 86, the
inside tire sidewall will be closer to hitch 112 (or 114) than the
corresponding inside
face of the opposite inside tire. Hitch width WH is chosen such that it is
less than or
equal to the dimension obtained by adding the minimum overall outside highway
trailer bogie tire width WTO(MIN) , nominally 96 inches, and the minimum
inside
highway trailer bogie tire width WTI(mIN), 47 inches; and subtracting deck
width WD,
104 inches and an amount of at least 1 1/2 inches to account for the bulge of
the side
walls of the tires. This value is 37-1/2 inches. It is preferred that WH be 37
1/4" or
less.
The foregoing description has been generally directed to elements related to
deck 47 and operational features associated with deck 47. Figures 12a and 12b
show
the draft gear at the coupler end of rail car unit 34, being representative of
the coupler
end draft gear of rail road cars 21, 22, 23, 24 and 25 more generally. Coupler
pocket
62 houses a coupler indicated as 44. It is mounted to a coupler yoke 378,
joined
together by a pin 380. Yoke 378 houses a coupler follower 382, a Mini-BuffGear
384
such as manufactured by the Keystone Railway Equipment Company, of 3420
Simpson Ferry Road, Camp Hill, Pa., held in place by a shim (or shims, as
required)
386, a wedge 388 and a filler block 390. Fore and aft draft gear stops 392,
394 are
welded inside coupler pocket 62 to retain Mini-BuffGear 384, and to transfer
the
longitudinal buff and draft loads through Mini-BuffGear 384 and on to coupler
44. In
the preferred embodiment, coupler 44 is an AAR Type F70DE coupler, used in
conjunction with an AAR Y45AE coupler yoke and an AAR Y47 pin. As taken
together, this draft gear and coupler assembly yields a reduced slack, or low
slack,
short travel, coupling as compared to a Type E coupler with standard draft
gear or an
CA 02646783 2008-12-18
- 32 -
hydraulic EOCC device. As such it may tend to reduce overall train slack, and
may
tend to reduce the range of travel to be accommodated by bridge plates 150. In
addition to mounting the Mini-BuffGear directly to the draft pocket, that is,
coupler
pocket 62, and hence to the structure of the rail car body of car unit 34, the
construction described and illustrated is free of other long travel draft
gear, sliding
sills and EOCC devices, and the fittings associated with them.
Other than brake and minor fittings, the basic structure of center sill, cross-
bearer and decking structure of intermediate car unit 30 is substantially the
same as
car units 26 and 34. Car unit 26, shown in Figures l0a (isometric), lOb (top),
lOc
(side view) and lOd (underframe) differs from car unit 34 primarily in having
a
female set of side bearing arms, like those of car unit 30 adjacent to car
unit 34. The
hitch arrangement will be different, with the hitches on all of car units 26,
30 and 34
being arranged such that trailers mounted thereon will have their forward ends
(i.e,
the end with the king pin) facing toward end portion 64 of car unit 34. Car
units 26,
30 and 34 may also vary in their brake arrangements, and other fittings, but
share the
same basic structural features. However, as intermediate unit 30, shown in
Figures
lla (isometric), llb (top), 11c (side view) and lld (underframe) has no
coupler end,
its construction can be conceptualized as having the articulation connection
end of car
unit 34 taken from a mid span section, with a set of male side bearing arms,
and the
articulation connection end of car unit 26 with female side bearing arms, also
taken
from mid-span section, and joining them together in one car, with the pair of
female
side bearing arms facing car unit 34 and the pair of male side bearing arms
facing car
unit 30.
Various embodiments of the invention have now been described in detail. Since
changes in and or additions to the above-described best mode may be made
without
departing from the nature, spirit or scope of the invention, the invention is
not to be
limited to those details.
