Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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IMPROVED INTERMODAL VEHICLE FOR
FORMING A TRAIN OF HIGHWAY TRAILERS
TECHNICAL FIELD
This invention deals with improvements in intermodal
rai:L vehicles of the type shown in applicant's prior U.S.
patent 5,291,835 and applicant's prior PCT application
PCT/'US94/02212 published under international publication
No. W0 94/21503.
BACKGROUND OF THE INVENTION
The above-identified prior art discloses novel
intermodal vehicles for use in forming a train of highway
trailers including leading and trailing trailers which are
inte!rconnected to each other and supported by the
intermodal vehicles. The design of the intermodal vehicle
of this invention, as well as the prior art referred to
above, is intended for use with highway trailers of all
2() configurations, including trailers especially designed to
haul so-called "IS0" shipping containers. Each of the
highway trailers includes leading and trailing coupler
socket assemblies at each end, each of the socket
assemblies being apertured for receiving a coupling pin.
The intermodal vehicle is characterized by two rail wheel
assemblies, lower frame means in which the rail wheel
assemblies are supported, and upper lifting frame means
supported on the lower frame means by spring means. The
spring means are air springs which are so arranged that
when air is removed from the air springs, the upper lifting
fram~e means will descend toward the lower frame means, and
when air is introduced into the air springs, the upper
lifting frame means will rise, at the same time raising any
high1~ay trailers which may be resting upon the load
carr~ing surfaces. The upper lifting frame means includes
leading and trailing upwardly presented load carrying
structures, each of the load carrying structures having an
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upper trailer support surface for engaging the bottom of
the trailers. In addition, each of the load carrying
structures also carries a coupler tongue which is adapted
to be received in the coupler socket assemblies, each
tonque being provided with an aperture. A vertically
oriented coupling pin is carried by each of the load
carrying structures, which coupling pin is vertically
moveable from a position below the trailer support surface
to a~ position where it passes through the apertured socket
assemblies for securing a tongue within the apertured
socket assembly. W0 94/21503 discloses that the upper
frame means may be in two sections, each independently
moveable, whereas the above-identified U.S. patent
discloses only a single upper frame. Whether or not a
1'; split upper frame is used, it is still essential that each
tongue be supported for limited pivotal, rolling and
pitching movement. It is also a feature of the above-
referenced designs that the lower frame means are steerable
with respect to the upper frame means. In the above-
referenced designs, the load carrying structures are
shiftable transversely, that is to say, from side to side
perpendicular to the longitudinal centerline of the
intermodal vehicle to facilitate the alignment of the
trailer as it is connected to the intermodal vehicle.
Additional features are disclosed in the foregoing patent
and published application.
OBJECTS AND SUMMARY OF THE INVENTION
In the foregoing design, because the tongues must be
supported for limited pivotal, rolling and pitching
movement, pulling forces are not transmitted directly from
one l_ongue to the other, but instead travel through a
generally U-shaped force path. This requires that the load
carrying structures be capable of transmitting high center-
line forces. Therefore, in order to overcome this
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structural requirement, it is desirable to provide a
cont:inuous draw link arrangement between the tongues.
In the design shown in W0 94/21503, four air springs
are employed for raising the upper frame means, each of
these air springs being mounted above a rail wheel bearing
support. In the present design, eight lifting air spring
assemblies are provided, two assemblies being associated
with each rail wheel bearing support, one before and one
after each support. By employing eight air spring
assemblies, increased stability is achieved, and increased
lifting capacity is also achieved.
In the prior art designs referred to above, each of
the air springs was provided with an internal guide
surmounted by a shear spring. This form of design is
difficult to assemble and maintain, and therefore it is
proposed to use new air spring assemblies which overcome
the inherent disadvantages of the prior art air springs.
Each of the new air spring assemblies includes a pair of
external struts. In the new design, each of the air spring
assemblies consists of a single two-convolution air spring
and a single one-convolution air spring which is mounted on
top of the two-convolution air spring. A mounting plate is
disposed above the two-convolution spring and below the
one-convolution spring, the mounting plate being guided by
the pair of external struts. By using this design, it is
not necessary to use the internal guides of the prior art.
In addition, the unguided single convolution spring will
permit limited movement of the upper frame means in a
horizontal plane with respect to the lower frame means,
whic]h movement is constrained by steering dampers.
In W0 94/21503, steering dampers are provided (at 96
in FIG. 3 of W0 94/21503) to restrain horizontal movement
of the upper frame means relative to the lower frame means.
In this invention, a new form of steering damper is
provided. Each of the steering dampers in this design is
connected with the top of an associated single convolution
air ~;pring, each damper being mounted for vertical movement
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so l_hat it can move vertically with the top of the
associated single convolution air spring.
In applicant's prior designs referred to above, no
primary latch is provided to initially hold the trailer in
place while the coupler pin is being raised. It is an
object of the present invention of provide a latch which
"clicks" in place to supply an audible signal that the
trailer is positioned correctly.
In the present design each of the coupler pins is
raised by an air cylinder. A latch is provided under each
coupler pin when raised to prevent the coupler pin from
accidentally lowering. The latch is mechanically released
by an activating rod. When the activating rod is moved to
that: position where the latch is released, it will also
enga,ge an enabling valve which will permit air to be
supplied to the coupler pin cylinder for withdrawing the
coupler pin, that is to say for moving the coupler pin down
to a, disengaged position, and which valve will also cause
the primary latch to be released.
In the prior art designs referred to above, the
trailer supports were permitted to move from side to side
when a trailer was being moved onto the upper trailer
support surface of the load carrying structure so that the
coup~ler pin would pass through the aperture in the coupler
2'; socket assembly on the trailer. However, there was no
positive way for controlling the lateral movement of the
load carrying structure. In the present design, each of
the load carrying structures is transversely actuated by
air actuator units, and these structures are locked in
their centered position when the upper frame means is
raised by the air spring assemblies by a gravity-operated
center lock.
It is also a feature of the present design to provide
loading ramps on the intermodal vehicle which will be
3~ contacted by the underside of the coupler socket assembly
on the trailer during train make-up.
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It is also a feature of the new design to provide
outboard supports which are manually adjustable for height
by means of an internal gear box with a jack screw so that
the~y can be raised or lowered to contact the under side of
the trailer at the front or the rear.
The foregoing design features will be better
understood after a consideration of the following detailed
description taken in conjunction with the accompanying
drawings in which the best mode of practicing this
invention is illustrated.
BRIEF DESCRIPTION OF THE DRAWINGS
FIGS. 1 and 2 illustrate how a train can be made up
using leading and trailing highway trailers and the
intermodal rail vehicle of this invention, FIG. 1 showing
the trailers and intermodal vehicle before makeup, with the
intermodal vehicle being shown in the down position, and
FIG. 2 showing the intermodal vehicle connected to the
trailers with the intermodal vehicle in its raised
position.
FIG. 3 is the intermodal vehicle including a top frame
and leading and trailing lower frames.
FIG. 3A is a view similar to FIG. 3 but not showing
2'i the lower frame.
FIG. 4 is a sectional view of the intermodal vehicle
shown in FIG. 3.
FIG. 4A is an enlarged portion of FIG. 4.
FIG. 4B is a further enlarged portion of FIG. 4.
3CI FIGS. 4C - 4E are end and sectional views taken
generally along the lines 4C-4C, 4D-4D and 4E-4E in FIG. 3,
parts not being shown in FIGS. 4D and 4E for purposes of
clarity.
FIGS. 5 and 5A are side elevational views of the
intermodal vehicle shown in FIG. 3, FIG. 5 showing the
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intermodal rail vehicle in its raised position, and FIG. 5A
showing it in its lbwered position.
FIGS. 6 and 7 show a single spring assembly, FIG. 6
showing the spring assembly in the raised fully extended
position, and FIG. 7 showing the same spring assembly in
its lowered position.
FIG. 7A is a section taken generally along the line 7-
7 in FIG. 6, parts being eliminated for clarity.
FIG. 8 is a cross sectional view of a steering damper.
FIG. 9 is a plan view of a coupler tongue assembly,
coupler tongue support, and load carrying structure.
FIG. 10 is a sectional view taken generally along the
line 10-10 in FIG. 9.
FIGS. 11 and 12 are plan and side elevational views of
l'; the coupler tongue weldment.
FIGS. 13 and 14 are plan and sectional views of the
coupler base weldment, FIG. 14 being taken generally along
the line 14-14 in FIG. 13.
FIGS. 15, 16, and 17 show additional details of the
trailer support structure assembly.
FIG. 18 is a bottom view of the trailer support
assembly of the intermodal rail vehicle, and also shows a
coupler pin lock, a primary latch, a coupling pin cylinder
enabling valve, and an activating rod.
FIG. 19 is a top plan view of the structure shown in
FIG. 18.
FIG. 20 is an end view of the design shown in FIG. 19.
FIG. 21 is a section taken generally along the line
21--21in FIG. 19.
FIG. 22 is an enlarged detail sketch of a portion of
the section shown in FIG. 21 showing the operation of the
primary latch.
FIG. 23 is a section taken generally along the line
23-23 in FIG. 3, and shows how the trailer supports are
tran,versely actuated by air spring units.
FIG. 23A is an enlarged portion of FIG. 23.
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FIG. 24 shows the gravity operated coupling
loc}c assembly, FIG. 24 being taken generally along the line
24-24 in FIG. 3.
DETAILED DESCRIPTION
With reference initially to FIGS. 1 and 2, the novel
intermodal rail vehicle of this invention is indicated
generally at 10. It is designed to be used with other
intermodal rail vehicles of the same design to form a train
of highway trailers. In FIGS. 1 and 2, two highway
trailers are illustrated, one being a leading highway
trailer which is indicated generally at 12, and the other
l!i being a trailing highway trailer which is indicated
generally at 14. The highway trailers 12 and 14 form no
part of the present invention and are of the type shown in
WO 94/21503 in FIGS. 10 - 13 and 16. However, it should be
noted that each of the highway trailers is provided with a
2() main frame 16, a forward landing gear 18, highway wheel
assemblies including wheels 20. In addition, each highway
trailer is provided with leading and trailing substantially
identical coupling socket assemblies 22 and 24,
respectively. Each socket assembly may receive a coupler
tongue. In addition, each socket assembly is further
provided with apertures (not shown) to facilitate securing
the coupler tongue within the socket assembly via a coupler
pin carried by the intermodal rail vehicle. As the details
of the highway trailers and socket assemblies do not form a
part of this invention, and as they are illustrated in WO
94/21503, they will not be described further.
With reference now to FIGS. 3 to 5A, each of the
intermodal rail vehicles of this invention include leading
and trailing rail axle/wheel assemblies, 26, 28,
respectively, which are in turn supported by leading and
trailing lower frame means indicated generally at 30, 32,
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respectively. As each of the rail vehicles is bi-
directional, being symmetrical about the transverse
centlerline 33 best shown in FIGS. 3B and 5, the term
leading and trailing is used for convenience only. Thus,
with reference to FIG. 1, the wheels to the left may be
considered the leading wheels. Each of the lower frame
means include a pair of longitudinal side frames 34 which
are ]parallel to rails 35 (FIGS. 4C-4E) and transverse
fram/_s 36 (FIG. 3). A reaction link 38 interconnects
adjacent transverse frames. The axle/wheel assemblies are
in tlilrn supported in the side frames by bearings within
bearing supports 40. While the lower frames 30, 32 are
structurally different from that shown in W0 94/21503, they
are essentially the functional equivalents thereof.
Disposed above the lower frame means 30, 32 is an
uppe:r lifting frame means indicated generally at 42. The
upper lifting frame means includes a pair of longitudinally
extending beams 44, and transversely extending leading,
trailing and intermediate beams 45.1, 45.2, and 45.3,
respectively. The upper lifting frame further includes
laterally outwardly extending spring mounting plates 46,
there being two plates associated with each wheel of each
axle wheel assembly. Thus, one of the upper beams 44 has
welded thereto four upper spring mounting plates, two of
them being positioned before wheels and two being
posilioned after wheels as best shown in FIG. 3.
SimiLarly, each of the side frames of each of the lower
frame means 30, 32 also carries lower spring mounting
plates 48 before and after an associated wheel, the spring
moun1:ing plates 48 carried by the side frames 34 of the
lower frame means being in vertical alignment with the
spring mounting plates 46 carried by the upper frame beams
44. Each of the spring mounting plates has two ears 48.1
and 48.2 (FIG. 7A) which are disposed 180 degrees apart
from each other, the function of which will be discussed
later. It should ~e noted that in this invention, as
contrasted with the invention shown in W0 94/21503, there
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are two air spring assemblies for each rail wheel or a
total of eight air spring assemblies for each intermodal
vehicle as opposed to four in WO 94/21503. As each spring
assembly, which is indicated generally at 50, has a lifting
capacity of approximately 16,200 lbs. at 100 psi, all of
the spring assemblies have a lifting capacity of
approximately 129,600 lbs. at 100 psi. AS can best be
appr,_ciated from FIGS. 3 and 3A, a spring assembly is
mounted at each corner of each of the generally rectangular
lower frames 30, 32.
It is a further feature of this invention that a novel
air spring assembly design is employed. Thus, each of the
spring assemblies consists of a single two-convolution
spri]ng 52 and may further include a single one-convolution
spri]ng 54 (FIG. 6). The two springs 52 and 54 of each
spring assembly are secured on top of each other, with the
one-convolution spring being disposed above the two-
convolution spring. A mounting plate 56 is disposed
between the two springs 52, 54. The mounting plate 56 is
provided with two ears similar to the ears 48.1 and 48.2 on
the lower mounting plate, which ears are disposed 180
degr/-es apart from each other. Each ear receives the upper
end 58 of a telescoping strut, the lower end 60 of the
telescoping strut being secured to the ears on the lower
spring mounting plate. As can be seen from a comparison of
FIGS. 6 and 7, the upper strut 58 telescopes within the
lower strut 60 and, therefore, the struts 58, 60 vertically
guide the upper mounting plate. However, there is no such
guide for the one-convolution spring 54, and therefore it
may move from side to side in a horizontal plane.
Steering means, indicated generally at 61 in FIG. 4D,
are provided for steering each of the lower frames 30, 32
with respect to the upper frame. The steering means are of
the same type shown in WO 94/21503, and will not be
described further. As previously noted, WO 94/21503
discloses the use of steering dampers (96 in WO 94/21503).
However, it is a feature of this invention that novel
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steering dampers are provided. These steering dampers,
whic]h are indicated generally at 62, are best shown in
FIGS. 6, 7 and 8. Each steering damper consists of
annular rubber members 64 which are bonded onto an inner
sleeve 66 and an outer sleeve 68, respectively, a plurality
of annular rubber members being stacked together. The
inner sleeve 66 is secured to a mounting bar 70 of circular
cros, section, the mounting bar in turn being provided with
an internal bore 70.1, circular in cross section, and a
threaded bore 70.2 at the other end. A mounting stud 72
extends through the bore 70.1. A steel cylinder 74 is
carried by one end of the mounting stud 72, the steel
cylinder being secured in place in any desired manner. A
spacer assembly 76 is disposed between the cylinder 74 and
the mounting bar 70, the spacers of the spacer assembly
being provided with suitable bores to receive stud 72. A
collar 78 is welded to the downturned side 46.1 of the
spring mounting plates 46 as best shown in FIG. 8. A
mounting cylinder 80 which has an internal diameter just
slightly larger than the external diameter of the collar 78
and l~uter sleeve 68 is used to trap the outer sleeve in an
assembled position. To this end, the mounting cylinder is
provided with an inner annular member 82 which can bear
against one end of the outer sleeve 68. The other end of
the outer sleeve 68 is forced into engagement with the
collar 78 and is held in place by bolts 84. By proper
selection of the rubber, which may be formed from a natural
rubber compound having a durometer of approximately 80 on
the ~,hore A scale, and which may have an internal diameter
of 2'l' and an external diameter of 6-1/2", it is possible to
achieve 15,000 lbs. force by 1" of movement of the stud 72.
As can be seen from FIGS. 6 and 7, the steel cylinder 74 is
received within a mounting guide 86. Thus, as the upper
lifting frame 42 moves vertically with respect to the lower
frames 30, 32, the cylinder 74 will travel vertically
within the mounting guide 86. However, should the upper
lift:ing frame move away from its normal centered position,
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cons:iderable restoring force will be applied by the damper.
The upper lifting frame means 42 is provided with
lead:ing and trailing upwardly presented substantially
identical load carrying structures indicated generally by
the reference numeral 100. Each upwardly presented load
carrying structure includes a generally rectangular trailer
support plate 102 (FIG. 4A) having an upper trailer support
surface 102.1. The support plate is supported upon the
uppe] frame means for rocking, rotational, and side-to-side
movement. To this end, a pair of transversely spaced apart
half--moon side plates or rockers 104 are welded or
otherwise rigidly secured to the bottom of the plate 102.
These rockers are in turn supported for rocking movement by
rocker supports 106 (FIGS. 16, 17 and 23), the rockers 104
being maintained in contact with the rocker supports 106 by
inner and outer guide plates 108. The rocker supports 106
are .Ln turn interconnected with an intermediate plate 110
which has a downwardly extending ring 112 secured thereto,
the ring 112 being positioned about an inner ring 114 which
is a portion of a coupler base weldment indicated generally
at 115 and best shown in FIG. 14. Thus, the ring 114 is
welded to a trailer support base plate 116.
As can best be appreciated from an inspection of FIGS.
4 ancl 4A, each of the trailer support base plates 116 is
mount:ed for transverse movement on cross frame members 118,
120, 122 of the upper lifting frame; frame member 120 being
provided with a transverse slot (no number) which receives
a gui.de assembly indicated generally at 124 (FIG. 4A).
While plate 116 rides directly on cross frame member 118,
the weldment 115 includes transverse support bars 117.1 and
117.2 which ride upon the cross frame members 120, 122,
respectively. In order to facilitate controlled side-to-
side movement, a force transmitting frame weldment
indic:ated generally at 126 in FIG. 23 is mounted below the
trailer support base plate 116. The weldment consists of
L-shaped side plates 126.1 and 126.2 which are fastened to
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the lbottom of plate 116, and a transverse brace 126.3.
Disposed between the frame assembly 126 and the upper frame
beam; 44 are first and second air actuators 128.1 and
128.2. As can best be appreciated from an inspection of
FIG. 23, when the first actuator 128.1 is charged with
compressed air, it will expand and move the coupler base
weldlnent 115 sidewards through the force applied to force
tran;mitting frame assembly 126. The second actuator
128.2, when charged with air (and when air is discharged
from the first actuator 128.1), will move the coupler base
weldment the opposite way. This sideward movement of the
coupLer base weldment assists in positioning the trailer on
top of the load carrying structures l00.
In order to limit side-to-side movement only when the
upper frame is in its lowered position shown in FIG. 5A, a
coup:Ling centering lock assembly, indicated generally at
130 (FIGS. 4A, 4B and 24) is provided. This centering lock
assembly cooperates with a transverse member 131 carried by
righ1: and left longitudinally extending members 132.1 and
132.;2 of the lower frame. The lock assembly includes a
downwardly extending plate 134 which is rigidly secured to
the 1:ransverse support bar 117.2 by a fastener. The lock
assembly further includes a lock plate 136 which is
slidably supported on the downwardly extending plate 134.
To this end, the lock plate is provided with a pair of
laterally spaced apart vertically extending apertures
136. L, 136.2, each of which slidably receive a spacer 138.
One side of the spacer is positioned against the plate 134
and t:he other side is positioned against a surface 136.3
(FIG 4B) of the lock-plate 136, the parts being held
toget:her by fasteners 142. The lower end of the lock plate
136 will cooperate with cams 146 carried by beams 44. The
operation of the lock mechanism can best be appreciated
from FIG. 24. Thus, when the upper frame is in its lowered
posit:ion (shown in phantom lines), the lower surface of
lock plate 136 will bear against the transverse member 131
causing the corners 136.4 and 136.5 of the lock plate 136
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to be raised above the cams 146 permitting transverse
movement. However, when the upper frame is in its raised
position shown in full lines in FIG. 24, the lock plate
will drop and will center between the two cams prohibiting
transverse movement of the trailer support base plate 116.
The coupler base weldment 115 (FIG. 14) further
includes a coupler tongue housing, indicated generally at
148, to be supported by the trailer support base plate 116
adjacent centerline 33 (FIG. 4A). The housing serves to
support the apertured coupler tongue weldment 150 (FIGS. 10
- 12,l. The weldment includes a main tongue 152 which is
prov:ided with an aperture 152.1, doubler plates 154 (FIGS.
11 a]ld 12) which are welded to the top and bottom sides of
the main tongue, and pulling lugs or ears 156 which are
also welded. As can best be seen from FIG. 11, the coupler
tongue weldment has a generally T-shaped appearance when
viewed from the top. The coupler tongue housing 148
includes a vertically extending plate 158. Spaced apart
side plates 160.1, 160.2 (FIG. 13) are welded to the plate
158 and are spaced apart a distance sufficient to receive
the portion of the coupler tongue weldment having the ears
156 clS can best be seen from FIG. 9. At the inside ends of
the side plates 160.1 and 160.2 are coupler tongue guides
162.1 and 162.2. It can be seen from FIG. 9 that the
guides 162 restrain the movement of the ears 156 away from
the c:enterline 33. The movement of the tongue towards the
transverse centerline 33 is restrained by a guide block 164
(FIG. 10) which is mounted on wall 158 between the side
walls 160.1 and 160. 2. The tongue weldment is assembled
within the C-shaped housing (formed by the vertical plate
158 and spaced apart side plates 160.1, 160.2) by merely
dropping the eared portion of the tongue weldment 150
withi.n the C-shaped housing and then by closing the upper
end of the C-shaped housing by a cover plate 166 which is
secured in place by suitable bolts.
A portion of the weldment 150 is supported at all
times by a coupler tongue support 168 (FIGS. 4B and 10) in
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the *orm of a spring-biased pin, which can telescope within
a vertical housing 170. In addition, another portion of
the weldment 150 may be supported by a bar 172 carried on
the l_railer support plate 102. It can be seen from an
inspection of the various figures which show the coupler
tongue weldment that the coupler tongue weldment is
supported for limited pivotal, rolling, and pitching
movement.
As can be seen from FIGS. 3 and 4, it is a feature of
the present invention that the leading and trailing coupler
tongues 150 work together so that forces transmitted to one
are directly transmitted to the other. In other words, the
aper1:ured leading and trailing coupler tongue weldments 150
act 1:ogether as a continuous draw bar when they are
connected to leading and trailing trailers. To this end, a
U-shaped yoke assembly 174 is provided. The yoke assembly
includes side members 174.1 and 174.2 (FIG. 13), provided
with inturned ends 174.11 and 174.22, respectively, and
bight: section 174.3. The side members and bight section
are welded to the side plates 160 and vertical plate 158.
In acldition, the bight section is provided with an enlarged
portion 174.31, which is a channel shaped member welded to
the bight portion.
As can best be seen from FIG. 4A, the leading and
trai]ing bight portions 174.3 are interconnected to each
other by a continuous draw link or shackle assembly
indic:ated generally at 176. The shackle assembly includes
an upper member 178 and a lower member 180. A downwardly
extending transverse support member 182 is welded to the
bottom side of the lower member 180 and is received within
a pair of brackets 184, the brackets in turn being secured
to the top of transverse beam 45.3. The support member 182
is secured within the brackets 184 by a conventional
fastener, not shown. The upper and lower members 178, 180
are a~lso secured together by a fastener 186. As can be
seen from FIG. 4A, each of the members 178 and 180 are
generally C-shaped in cross section. One or the other may
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be provided with an intermediate spacer 188 which is
disposed between adjacent enlarged portions 174.31.
Alternatively, the spacer may be a separate piece. It can
be appreciated from an inspection of FIGS. 4 and 4A, that
if a pulling force is exerted on the leading coupler tongue
150, that this same pulling force will be transmitted to
the ltrailing coupler tongue 150 by the continuous draw link
176. Likewise, if a compressive force is exerted on the
coupLer tongue, as may happen during braking, the same
comp~essive force will be transmitted through the link 176
to the trailing tongue 150. Thus, a continuous drawbar
150, 176 is provided.
When the tongue is assembled within the weldment 115,
the aperture 152.1 in the tongue will overlie a
corresponding aperture 190.1 (FIG. 4B) formed within a
vert:ically extending sleeve 190 which receives a coupling
pin :L92. The sleeve 190 is suitably welded or otherwise
rigidly secured to the plate 102 with its upper surface
190.2 lying in the same plane as surface 102.1. The
coup:Ling pin 192 is adapted to be moved from an initial at
rest position shown in FIG. 4B, where the upper end of the
coup:Ler pin 192 is disposed slightly below the surface
102.:L of the plate 102, to a raised position where it will
pass through the aperture 152.1 and corresponding apertures
in a trailer socket assembly 22 or 24 to hold the socket
assernbly securely on the load carrying structure 100. The
coupLing pin is moved vertically by a double acting air
cylinder assembly indicated generally at 194, the cylinder
assernbly being secured to the lower end of the sleeve 190.
Any conventional double acting air cylinder 194 may be
employed and therefore it will not be described further.
When assembling a trailer onto the intermodal rail
vehicle of this invention, it is moved relatively towards
the center of the vehicle until coupling can be achieved.
For example, if a leading trailer 12 (FIG. 1) is to be
assembled onto the intermodal rail vehicle 10, it will be
movecl to the right as viewed in FIG. 1, causing the
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trailing socket assembly 24 of the highway trailer to ride
up upon a loading ramp 196 and then onto the surface 102.1
of t:he support plate 102. This movement will be continued
until the leading edge of the socket assembly 24 abuts
against the bar 172. At this time, a primary latch
mechanism, indicated generally at 200 (FIG.~B ), will
engage a portion of the socket assembly and hold it on the
support plate 102 until such time as the pin 192 can secure
the socket assembly to the intermodal rail vehicle.
As can best be seen from FIGS. 4A, 18, 21, 22, and 25,
the primary latch assembly consists of a latch weldment
202.1 - 202.4 rotatably mounted on a transversely extending
pin 204 carried by a pair of depending ears 206 (FIG. 18)
secured to plate 208. The plate 208 is in turn rigidly
secured in any conventional manner to the trailer support
plate 102. As can be seen from FIGS. 4B, 18, and 22, the
latch has a hook portion 202.1 which is adapted to engage
the side of a lug (not shown) carried by the coupler socket
assembly 22. The hook portion 202.1 is carried by two
spaced apart arms 202.11 and 202.12 which are welded at the
end remote from the hook to a sleeve 202.4. The arms
202.11 and 202.12 are braced by gussets, only gusset 202.13
being shown. The hook portion 202.1 is normally biased to
its upper position by springs 210 which are disposed
between bosses 208.1 on the plate 208 and bosses 202.21
carried by a first lever 202.2 of the latch. The latch
also includes a second lever 202.3 which is adapted to be
engaged by an air bag 212 supported by a saddle assembly
214, the saddle assembly being in turn mounted upon the
intermediate plate 110. When the socket assembly 22 is
move~ onto the plate 102, the latch will initially be
cammed downward as the lug on the socket assembly passes
over the hook portion 202.1. After the lug has completely
passed over the hook portion, the springs 210 will force
the hook portion upwardly with a loud click. When it is
desired to move the trailer off the intermodal vehicle of
this invention, it will be necessary to release the latch
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mechanism, and to this end the air bag is inflated which
will cause the lever 202.3, as viewed in FIG. 22, to move
in a counterclockwise direction, lowering the hook portion
202.:L. The first and second lever portions 202.2 and 202.3
are i~ormed from a single piece of angle iron which is
welded to a sleeve portion 202.4 of the latch.
It should be noted that the movement of the coupler
pin :L92 is controlled by an air cylinder assembly 194. In
order to prevent the inadvertent descent of the coupler pin
192, a coupler lock assembly indicated generally at 220 in
FIG. 18 is provided. The coupler lock assembly includes a
lock pin 222 which is adapted to pass through an aperture
l90.~L in the sleeve 190 (FIG. 16). The lock pin 222 is
carriLed by a support plate 224 and is normally biased by a
spring 226 to the centerline of the coupler pin. When the
coup]Ler pin 192 is raised by the air cylinder assembly 194,
the ]Lock pin 222 will snap in behind the raised pin 192
after it has attained its raised position.
To lower the coupling pin 192 with the air cylinder
assembly 194, it is essential that the lock pin 222 be
retracted. This is done manually. To this end, a pin 228,
which engages the lock 222, is moved away from the
centerline of the coupling pin 192 by a lever 230, which
lever is caused to be moved by an activating rod 232.
Thus, with reference to FIG. 18, it can be seen that the
coup]Ler pin is normally spring biased to the position
illustrated in full lines, but that when the handle 232.1
on rod 232 is pulled from the full line position to the
dotted line position, the lever 230 will pivot about pin
234 moving the lock pin away from the centerline of the
coup]er pin 192 so that it can descend. When this happens,
a flag 230.1 will be moved from its "safe" position (see
FIG. 19) to another position where it will indicate that
rail transport of the highway vehicle may be unsafe. At
the same time the handle is moved from its full line
posit:ion to its dotted line position, a coupler pin
cylinder enabling valve, indicated generally at 236, will
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18
be engaged, which will permit the operation of the air
cylinder assembly 194 to permit retraction of the coupler
pin 192, and which will also introduce air into the air bag
212, to cause the primary latch 202.1 to moved to its
relei~sed position shown in dotted lines in FIG. 22.
Finally, with reference to FIGS. 3 and 5, in order to
provide for improved lateral stability of the highway
trailers when mounted upon the intermodal rail vehicle of
this invention, outboard supports 240 are provided. These
supports are mounted upon the upper frame and may be
manually adjusted for height via an internal gear box with
a jack screw.
The operation of the intermodal rail vehicle of this
invention should be apparent from the above to those having
ordinary skill in the art. As the intermodal rail vehicles
are bi-directional, and as the trailers designed for use
with the rail vehicles of this invention are provided with
virtually identical leading and trailing coupler socket
assemblies, it is very easy to make up a train of highway
trai:Lers. In addition, such a train has improved stability
over those previously known due to the unique design
features of this intermodal rail vehicle. Finally, by the
present design, the intermodal rail vehicles can be
fabr:icated without undue expense.
It should be understood that applicant does not intend
to be limited to the particular details described above and
illustrated in the accompanying drawings. Thus, it is the
desire of the inventor of the present invention that it be
clearly understood that the embodiments of the invention,
while preferred, can be readily changed and altered by one
skil]Led in the art and that these embodiments are not to be
Limit:ing or constraining on the form or benefits of the
inverltion .
What is claimed is:
