Patent Grant
8627772
The prior art discloses intermodal vehicles for use in forming a train of highway trailers including leading and trailing trailers interconnected to each other and supported by the intermodal vehicles. The intermodal rail vehicle of the present disclosure may be used with trailers of any configuration, including trailers designed for hauling “ISO” shipping containers. Each of the highway trailers includes a coupler socket assembly at its leading end and a coupler socket assembly at its trailing end. Each socket assembly is provided with a pair of vertically spaced apart aligned apertures for receiving a vertical coupling pin.
The intermodal vehicles are characterized by two lower frame assemblies, each supported by a rail wheel and axle assembly and a one-piece upper rifting frame assembly supported by the two lower frame assemblies by spring means. The spring means includes air springs which are arranged so that when air is evacuated from the air springs, the upper lifting frame will descend toward the lower frame assemblies and when air is added to the air springs, the upper lifting frame will rise and concurrently raise any trailers resting thereon to a height sufficient so that the trailer wheels are clear of the railroad track. In addition to this primary spring means, a secondary spring means is provided so as to support the trailer above the track in the event of failure of the primary air springs. In addition to a horizontal trailer support surface, the upper lifting frame includes a coupler tongue, or drawbar, which is formed to be received in the coupler socket of the trailer.
Each end of the coupler tongue is provided with an aperture for receiving a vertical coupling pin which rises from the upper lifting frame to pass through the coupler socket assembly in the trailer and at the same time pass through the coupler tongue within the socket, thus effecting a connection between the intermodal vehicle and the trailer resting thereon. It is also a feature of the prior art that the lower frames are steerable with respect to the upper frame assembly. The prior art also discloses a transition vehicle or other means for connecting a unit train of intermodal vehicles having a unique coupling system to the “knuckle” couplers found on conventional trains.
A standard wheel set on a railcar consists of a pair of rigid side frames suspended on a spring system with a pair of axles having wheel sets mounted in bearing sets between the side frames. This configuration allows virtually no motion other than the minimal clearance of the wheels and axles relative to the frames or to one another during operation. In this arrangement, although the bogie can pivot on a central bearing, the wheels are unable to follow the contour of the rail curvature or yaw (in general, yaw is defined as the rotation of an object about a vertical rotational axis). The fixed orientation of the bogie axles in the side frames results in lateral forces and wear on the wheels, the wheel flanges, and degradation of ride quality with increasing speed. Degraded ride quality at higher speeds is attributed to a phenomenon known as “hunting,” which describes the periodic sinusoidal yawing motion of the bogie about its center bearing during operation.
This hunting motion is caused by a rail-to-wheel interaction that is especially prevalent as the wheels progress around a corner and can be occasioned by track irregularities that cause the wheel sets to yaw. In certain circumstances, the aforementioned interaction is so severe that it causes the flange of the wheel to climb the rail, causing an aggressive lateral correction or, in extreme cases, a derailment.
Improved ride quality and reduced rail and wheel wear has led to a number of improvements to the wheel set suspensions of rail vehicles. The goal of such improvements has been to create arrangements that constrain or allow the steering of the wheels and axles of the bogie to follow the curvature of the track. A recent development, which was driven by the requirements of high speed passenger rail requirements, has been the articulated bogie, which includes an articulation joint between the two lower frames that allows steering of the bogie.
In general, rail bogies can be divided into three groups based on the energy source of the mechanism that controls steering at the articulation joint between two articulated wheel portions of the bogie. A first group includes wheel sets yawed by contact forces between the rail and the wheels of the bogie. In a second group, wheel sets are yawed by the relative rotation between the bogie frame and vehicle body. Bogies in this second group can exhibit either yaw or roll, and typically utilize a system of links or levers to steer the trailing wheel set by the leading wheel set. One example of this type of bogie is commonly referred to as the Sheffel bogie, which uses a series of levers connected to one axle set to cause the rotation of the second axle set. In a third group of bogies, the wheel sets of the bogie are actively yawed by an external energy source, for example, by use of electric, hydraulic, or pneumatic actuators.
The prior art has validated the idea of making a train of highway trailers with steerable intermodal vehicles which permit the make-up of a train without the need for cranes or other lifting devices; however, these prior intermodal vehicles are unnecessarily complex and it is beneficial to the art to provide a simplified intermodal vehicle of an improved design which corrects some of the weaknesses and complications found in the prior art.
In one embodiment, a bogie in accordance with the disclosure includes two axles and wheel sets similar to those of a standard bogie, but instead of using a rigid side frame such as those in use on standard bogies, each axle and wheel set is housed in its own lower frame. This feature allows the wheels, together with the two connected frames, to follow the curvature of the track and is the basis for the articulation of the disclosed embodiments. The upper frame is suspended separately from the lower frames by an air suspension system of eight air bags, four per frame. These air bags, in conjunction with four elastomeric shear pads mounted on each lower frame, create straight running restoring forces and damping. A total of eight elastomeric shear pads are present on the two lower frames and are linked to the upper frame of the bogie by four rods that are rigidly mounted to the upper frame and which pass through a plate mounted to the upper surface of the shear pads.
The bogie further includes an articulated joint between the two lower wheel frames. The articulated joint includes a clevis with a pin mounted vertically though a hardened bushing with a spherical tapered bore. This arrangement allows rotational capability of the lower frames relative to one another along a vertical axis at the center of the wheel axles and allows for pitching capability between the two lower frames.
In this first embodiment, the bogie's upper frame is rigid and has no yawing or pitching capability other than motions on its air bag suspension system. As is known, violent yawing can be caused by a single axle bogie having insufficient damping and restoring forces, which must be provided to restrict the uncontrolled yawing or “hunting” of each single axle set. In this first embodiment, restoring and damping forces are provided by the suspension system mentioned above.
The yawing capability provides steering between the axle sets of the bogie without linkages or active actuation. Steering of this type is often called “self steering.” The disclosed embodiment provides excellent ride characteristics and low, transmission of forces from irregularities in the rail to the upper frame and, consequently, to the load being conveyed.
Moreover, the articulation of the lower frame through the center pin and bushing reduces lateral forces on the wheels and the track during curving and in-line operation. Known information on the subject indicates that lateral force reductions can be achieved on the order of 30-50% depending on vehicle speed and axle load. The lower forces reduce track and wheel flange wear and improve overall ride characteristics. The bogie in accordance with the first embodiment is rigid in the longitudinal, vertical and lateral directions. This has had an adverse impact on components of the lower frame and the clevis connection in the form of wear of the centerlink pin and bushing, as well as the suspension pin coupling the Upper Frame to the elastomeric mounts on the lower frame.
As is known, forces causing wheel and track wear can be attributed to several factors. Were it not for the centerlink pin and bushing arrangement of the first embodiment, the bores for the centerlink pin would only be concentric with one another in one position, that is, a stationary, unloaded, bogie on straight track. If one were to elevate the vehicle from the track and rotate the axle sets about a vertical centerline located laterally in the middle of each axle, one would notice that the vertical centerlines would draw closer together by a small amount. A force opposing this motion would be provided by the elastomeric pads and pins from the upper frame.
During cornering or cresting a hill, the rotation center of the lower frame can be found at the centerline of the axles as noted above. All motion that is any distance from the axle bearing axis or the vertical axis through the center of the axle causes the clevis bores to move away from concentricity. These small motions are restrained in the bogie of the first embodiment by the center link pin, but have significant forces associated with them due to the deflection of the shear pads, as well as the inertia of the lower frames. Such small forces can generate significant impact loads if dissipated over small distances.
When intermodal vehicles are being loaded, a chassis is pushed up the ramp of an intermediate unit (IU), which is a bogie positioned between two intermodal chassis, or a transition unit (TU), which is a bogie accommodating a chassis on one end and having a standard rail coupler on its other end. During the loading process, a large unbalanced load is suddenly forced onto the lower frame. Even though the top frame is rigid and placed on both lower frames, the unbalance causes a pitching moment around the axle bearing set on the side of the loaded trailer. For the IU this force is balanced when the second trailer is placed on the opposite side. The forces on the TU are somewhat balanced when the chassis is moved to the locking pin engagement position. This position is forward of the center-link and balances the forces on the lower frame.
In the first embodiment, a height difference, such as the height difference present when cresting a small hill or traversing a vertical discontinuity in the rail, can be accommodated by a combination of vertical movement of the leading lower frame axle and a pitching downward at the rear of the leading frame member about the axle caused by the connection to the lower frame through the centerlink. The trailing axle set will respond with an upward pitching about the axle. The centerlink design in accordance with the first embodiment has a limited degree of freedom in this motion with a potential jamming of the pin in its bushing. This jamming can result in a loss of a rotational degree of freedom at the centerlink due to the increase of friction and jamming of the pin and bushing.
Taken in combination these forces have been sufficient to cause yielding of centerlink pin housing, wear of the connection pins from the upper frame to the lower frames and fracturing of pins in previous designs of the centerlink bushing. Once damaged, repair of the center-pin is quite difficult because the clevis members are welded in position. The IU or TU must be removed from service and the failed components cut off. Replacement of these members must be accomplished by welding, which is a process requiring nearly a full day.
The disclosure further provides a second, improved embodiment of a bogie having a gimbaled connection between the two lower frames. The improved design centerlink or gimbaled design reduces the impact forces imposed on the link components by allowing compliance in three rotational dimensions and one linear dimension. The improved center link includes two link halves held in contact by a spring member concentrically located on a bolt or other connection device between the two link halves. Alternately, one or more elastomeric or spring element (s) that provide freedom of motion in the desired directions of pitch, yaw, roll, and translation with sufficient restoring force can be used. Connection of the coupling to the lower frames is accomplished by a joint similar to a universal or gimbal joint. This allows the lower frames to move in an independent manner in rotation in pitching, rolling, yawing, and longitudinal extension. Restoring forces are provided by the spring member holding the two link halves together as well as the existing elastomeric pads. Some restoring force must still be present otherwise the hunting of the wheel sets might tend to increase. A significant axial force is also needed to resist the separation of the two lower frames under braking.
The design of the centerlink of the second disclosed embodiment will allow for self steering in curves as small as 150 ft. (about 46 meters), while also improving the bogie's ability to negotiate track or rail bed irregularities. The gimbal is attached to each lower frame, thus allowing each frame to move vertically and laterally, as well as rotate relative to one another. Rotation is enabled by a single fastener disposed longitudinally between the two lower frames. This increase in flexibility at the centerlink eliminates wear of the components and directs the motion of the lower frames into bushings and shafts that are designed to accommodate such motion as well as withstand the resulting forces.
The additional compliance at the centerlink is expected to reduce wear on the pins at the elastomeric shear pads. In the first embodiment, the pins are required to withstand the forces generated by the movement between the rigid upper frame and the longitudinally rigid and minimally flexible pitching action created by the center pin, bushing, and clevis arrangement. By allowing more deflection at the centerlink in accordance with the second embodiment, lower deflection and, thus, lower forces occur at the shear mounts. The total deflection is controlled by the spring elements. In order to guarantee that sufficient resistance to the application of the brakes is always available, the springs or spring members are sized to resist the full brake force. Should more force be applied, the springs will reach their solid height providing a positive limit to travel.
The braking system in the disclosed embodiments utilizes four contact points or brake shoes, one for each wheel. This is unlike earlier railroad brake models that used eight shoes with two shoes opposing one another on opposite sides of each wheel. The brake shoes in the disclosed embodiments are located between the axles and press outward in a longitudinal direction in opposite directions. This braking action generates significant torque loading at the interface between the wheels and the rails that cause the lower frames to pitch about the rail and the wheel contact point. Although the bushing bore of the present design is spherical, this feature will not allow separation of the concentricity of the clevis bores. The spherical nature of bushing in the clevis does not allow enough angulation of the center-pin before jamming in the bore of the bushing. This jamming will create large prying forces against the bushing and its housing. Braking also produces large forces trying to separate the two lower frames which cannot occur because of the longitudinal rigidity of the present system.
The gimbaled centerlink design of the second embodiment replaces the welded attachment of the clevis components with a bolted design, which also significantly reduces repair time. The disclosure further provides a third improved embodiment of a bogie having an elastomeric connection between the two lower frames. The elastomeric design centerlink further reduces the impact forces imposed on the link components by allowing compliance in three rotational dimensions and one linear dimension. The elastomeric centerlink design of the third embodiment retains the bolted connection to the two lower frames described in the second embodiment.
Based on the foregoing, it is one object of the present invention to provide an improved intermodal vehicle wherein the upper load supporting frame is a one-piece welded assembly which is supported by two lower steerable lower frame weldments; there being coupler tongues in the form of a two level coupler tongue/drawbar assembly in a fixed relationship to the load supporting surfaces on the upper frame assembly, said drawbar assembly having front and rear vertically extending apertures which receives a vertically movable coupler pin extending from the upper frame assembly for securing the intermodal vehicle to front and rear highway trailers.
In the prior art, U.S. Pat. Nos. 5,291,835 and 5,890,435 show four air springs, one over each rail wheel. U.S. Pat. Nos. 6,050,197 and 6,393,996 show eight air springs, one at each corner of the two lower frame assemblies. In all these patents, a provision is made for a backup suspension system which will support the upper frame in the event of a failure of the primary air springs. In patents '835 and '435, the backup support is provided by a solid rubber cushion internal to each air spring; Patent '996 provides a backup system consisting of eight steel coil springs positioned between the two lower frames and the upper frame assembly. The coil springs of the '996 patent require that pressure plates (“paddles”) be in position above the coil springs when the intermodal vehicle is raised to the rail travel position and that the pressure plates be moved away to allow the upper frame to be lowered. This positioning of the pressure plates is accomplished by a system of levers and operating rods interconnected to the cover of the control valve box. It is an object of the present invention that urethane bumpers mounted to the side beams of the lower frame assemblies are used in lieu of the coil springs, and movable pressure beams are to be mounted to the upper lifting frame and positioned above these bumpers. In the preferred embodiment, shifting of the pressure beams to a position above the bumpers is accomplished by air cylinders and to a position away from the bumpers by a manual operating lever. Alternatively, the pressure beams may be operated wholly by mechanical means or wholly by air cylinders.
In the prior art of patent '996, the drawbar for coupling the trailers to the intermodal vehicle is at the same height above the track at each end. On a trailer, the coupler socket at the front end is at a different height from the rear end; as a consequence, a train of trailers will not run level on the tracks if both ends of the drawbar are at the same height from the track. An object of the present invention is to provide a drawbar with one end higher than the other; thus the trailers will run level on the tracks.
In the prior art of patent '996, activation of the coupling pin is accomplished by a double acting air cylinder acting through a system of levers. A disadvantage of this is that the cylinder rod is exposed to grit and grime which will shorten the life of the cylinder and presents a potential safety issue. An object of the present invention is for the operation of the coupling pin to be through the use of all-rubber air actuators, for example, as manufactured by Firestone Rubber Company. These actuators are similar to the air springs used in the primary suspension of the intermodal vehicle, albeit smaller, and have no metal parts which could be damaged by exposure to deleterious conditions.
In the prior art of patent '996, the steerable lower frames are returned to their neutral center position by vertical guide rods which pass through the upper and lower plates of rubber-in-shear “sandwich” springs. These springs are directly in the path of dirt, grime and oil thrown up from the track bed during normal rail travel; this exposure is highly destructive to the rubber springs. An object of the present invention is that these rubber springs be replaced by a return assembly using urethane elements which are unaffected by the aforementioned deleterious matter and at the same time the guide rods function also to limit the lifting height provided by the air springs as well as to prevent the upper frame from separating from the lower frames.
The prior art of patent '996 shows a ball joint at the connection between the lower frames to accommodate rocking and other motions between the frames. This ball joint arrangement is prone to wear and possible premature failure of the connection because of longitudinal shock in the ball joint as the train travels along the track. Additionally, this arrangement does not allow for increases in the distance due to changes in angular relationship between the lower frames resulting from the motion of these frames in operation. Therefore, a further object of the present invention is to allow movement of the lower frames so that loads are reduced in this connection and at the guide rods. During operations such as cornering or braking, the frames are prevented from moving by a center element consisting of a pin and an hourglass shaped aperture. In one embodiment of the present disclosure, a center link assembly accommodates such motions between the lower frames. The link includes two yokes that are held in contact by several spring elements. These elements are connected to the two frames by means of pins and yokes so that lateral, vertical, and rotational motions are permitted.
In one aspect, a further object of the present invention is to allow the connecting elements from the opposite lower frames to be in contact, thus eliminating longitudinal movement. In lieu of the ball connection, an “hourglass” shaped aperture in the center element is provided to allow for rocking and rolling motions. Rotational movements of the frames relative to one another are provided for by rounding the ends of the connecting elements. In addition, in order to further cushion possible longitudinal movement, bumpers are provided between the frames. In one further embodiment, the lower frames are interconnected by a novel connector arrangement providing four degrees of freedom for motion between the lower frames. More specifically, the novel connector arrangement advantageously provides for pitch, yaw, and roll motion between the lower frames, as well as providing a controlled degree of extension between the lower frames that can advantageously reduce stress in the connector arrangement during acceleration, braking, and rail car bumping forces occurring between the two lower frames during service.
In the prior art of patent '996, to facilitate the positioning of the rear of the trailer upon the intermodal vehicle, a sloping ramp is provided, which serves as a guiding and centering means for the trailer by contacting the trailer's frame. No provision is made for centering the front of the trailer. In the procedure for making up a train, an intermodal vehicle is positioned on the track and a trailer, propelled by a yard tractor, is backed upon the intermodal vehicle. The yard tractor continues to push the trailer and intermodal vehicle back into engagement with the front end of a second trailer. The tractor then unhooks from the trailer and pulls away. An object of the present invention is to provide “lugs” on the feet of the second trailer's landing gear which will contact the inner surfaces of the track heads, thus centering the end of the trailer with respect to the intermodal vehicle.
In the prior art as well as the present invention, the connection of the intermodal vehicle to the trailer is accomplished by entry of the ends of a drawbar attached to the intermodal vehicle into sockets in the trailers and fixed therein by a coupling pin rising from the vehicle through the upper and lower plates of the coupler socket and at the same time through an aperture in the drawbar.
As an alternative however, an automatic coupling means may be useful in some situations; for example in a short, “sprint” train where speed of train make up may be a factor. Accordingly an automatic coupler means is shown as an alternate to the coupling means shown on the patents of the prior art and is described herein.
A transition vehicle for coupling the train of trailers with standard “knuckle” couplers for connecting the trailers of this invention to standard railcars or a locomotive is shown in U.S. Pat. No. 6,393,996, which is incorporated herein in its entirety by reference, and will not be further described.
The foregoing design features of the present invention will be better understood after a consideration of the following detailed description in conjunction with the accompanying drawings in which the best way of practicing this invention is illustrated.
In the following description right and left hand references are determined by standing to the rear of one of the trailers and facing the direction of travel. With reference initially to
With reference now to
Each of the highway trailers is provided with a main frame 16 consisting of a pair of longitudinally extending spaced apart centrally located rails which may be used to guide the rear end of the leading trailer onto the intermodal vehicle of this invention by contacting a centering guide on the intermodal vehicle. In addition, each of the trailers is provided with a forward landing gear 18 and highway wheel assemblies including wheels 20.
As previously stated, each highway trailer is provided with front and rear identical coupler sockets 22. The rear trailer socket is higher from the ground than the front trailer socket. Details of the coupler socket is shown and described in U.S. Pat. No. 6,393,996. In any event, each coupler socket may receive one end of a coupler tongue, or drawbar, and it should be noted that the drawbar, fastened to the top of the intermodal vehicle is higher for the front of a trailer and lower for the rear of a trailer, such that the trailers will be substantially flat when running on the track. Each socket assembly is further provided with vertically spaced apart aligned apertures to facilitate securing one end of the drawbar assembly within the socket assembly by means of a vertical coupler pin carried by the upper frame of the intermodal vehicle.
In the description that follows, elements or structures appearing in multiple drawings that are the same or similar as those described relative to a preceding drawing are denoted by the same reference numeral as previously used for simplicity. With reference to
The main components of the lower frame weldments 28, 128, 30, and 130 are two side frame weldments 31, two transverse cross channels 32, two longitudinal spring support beams 33, two transverse spring support bars 34, and one spring support plate 35. These two lower frame weldments are essentially identical except for the connector assembly which is used to connect the lower frame weldments to one another, and to connect a trailer centering and guide weldment 36 on the lower frame weldment to center the trailer on the intermodal vehicle during the train makeup procedure.
In one or a first embodiment, as shown in
In a further or second embodiment, as shown in
The gimbaled connection arrangement 100 further includes a yoke or center link pin retainer 112 rotatably disposed around the shoulder portion 108 of each central connection pin 106. Each center link pin retainer 112 is retained to each central connection pin 106 via a bearing pin 114 passing through an opening 115 formed at the mid portion of each central connection pin 106 and extending diametrically therethrough. In the illustrated embodiment, each bearing pin 114 is axially secured within each center link pin retainer 112 by use of snap rings 116 disposed at both ends of each bearing pin 114. As shown, the bearing pin 114 extends parallel to the axis of rotation of the wheel axles.
A first axis of rotational freedom of motion provided between the center link pin retainer 112 and the lower frame weldments 128 and 130 coincides with a longitudinal axis 118 of the central connection pin 106 on either side of the gimbaled connection arrangement 100. Similarly, a second axis of rotational freedom of motion provided between the center link pin retainer 112 and the lower frame weldments 128 and 130 coincides with a longitudinal axis 120 of the bearing pin 114 on either side of the gimbaled connection arrangement. The first and second axes of rotational freedom coinciding, respectively, with the longitudinal axes 118 and 120 are orthogonal relative to one another.
Two additional types of motion freedom are provided in the connection between two yokes or center link pin retainers 112. In the illustrated embodiment, the two yokes 112 form corresponding pockets 122 and fastener openings 124, which are aligned coaxially with one another as best shown in
The bolted connection between the two yokes 112 maintains a correct spacing or distance between the lower frame weldments 128 and 130 when travelling along a straight track, and further provides two additional freedoms of motion between the yokes 112. One can appreciate that the resilient washers 134 may respond to a force tending to pull apart the two yokes 112 during, for example, acceleration along the track, by becoming compressed, thus providing a limited extent of axial displacement spreading the yokes 112 apart along a longitudinal axis 136 of the bolt 126. The non-rigid connection of the yokes 112 provided by the resilient washers 134 also provides the capability of relative rotation between the yokes 112 about the longitudinal axis 136 of the bolt 126. The axial displacement and rotatable motion of the yokes 112 along and about the longitudinal axis 136 of the bolt 126, which in large part is provided by the resilient washers 134, constitute the two additional degrees of freedom of motion between the two yokes 112.
The motion of the intermodal vehicle is such that the two frame weldments may be at different angles such as during turning or different elevations such as cresting a hill. Moreover, the interconnection between the two lower frame weldments may be subjected to various stresses, forces, and moments during operation, such as those imparted when traversing curved track, braking, accelerating, connecting rail cars, and so forth. The four degrees of freedom of motion between the two lower frame weldments provided by the gimbaled connection arrangement 100, which include rotation about three orthogonal axes as well as axial motion along a longitudinal axis of the arrangement 100, provide an improvement in reliability, resistance to wear, and generally improved operation over known designs. In one aspect, the gimbaled connection arrangement provides the capability of extension of the link between the two lower frame weldments along the axis of the bolted connection with restraint in pitch, yaw, or roll.
In both embodiments shown in
The disclosure further provides a third improved embodiment of a bogie having an elastomeric connection in the form of an improved center link 200 between the two lower frames, as shown in
In reference to
The improved centerlink 200 allows the lower frames to move in an independent manner in rotation in pitching, rolling, yawing, and longitudinal extension. Restoring forces are provided by the resilient return forces resisting deformation of the rubber bushings 204, which act as springs and also as dampers. In other words, the rubber bushings 204 hold the vertical reaction rods 202 in place as well as the existing elastomeric pads disposed between the two lower frames, as previously described. The resilient nature of the rubber bushings 204 advantageously provides a restoring force tending to bring the two lower frames in alignment. This restoring force, coupled with the damping effect of the bushings 204, reduces or eliminates the hunting of the wheel sets, yet also provides an axial force that resists the separation of the two lower frames under braking.
The design of the centerlink of the third disclosed embodiment will allow for self steering in curves as small as 150 ft. (about 46 meters), while also further improving the bogie's ability to negotiate track or rail bed irregularities. The reaction rods 202 and rubber bushings 204 are each attached to a respective lower frame, thus allowing each frame to move laterally, pitch relative to one another, and rotate relative to one another. Rotation is enabled by the elasticity of the rubber bushings 204. This increase in flexibility at the centerlink 200 as compared to existing designs reduces or eliminates wear of the components and directs the motion of the lower frames into bushings and shafts that are designed to accommodate such motion as well as withstand the resulting forces.
The additional compliance at the centerlink also reduces wear on the pins at the elastomeric shear pads. In the first embodiment, the pins are required to withstand the forces generated by the movement between the rigid upper frame and the longitudinally rigid and minimally flexible pitching action created by the center pin, bushing, and clevis arrangement. By allowing more deflection at the centerlink in accordance with the second embodiment, lower deflection and, thus, lower forces occur at the shear mounts. The total deflection is controlled by the spring elements. In order to guarantee that sufficient resistance to the application of the brakes is always available, the springs or spring members are sized to resist the full brake force. Should more force be applied, the springs will reach their solid height providing a positive limit to travel. The third embodiment is even more effective at allowing deflection and decreasing the forces occurring at the shear mounts. The rubber bushings in the elastomeric centerlink will have a specified spring rate that leaves them capable of withstanding the full brake force.
The elastomeric centerlink design of the third embodiment retains the bolted connection to the two lower frames described in the second embodiment.
Two air springs 90 are provided. The springs are Firestone no. 148-1, which have a load capacity of approximately 56,000 lbs (about 25,400 kg.) at an air pressure of 80 p.s.i. (about 552 kPa). In this invention, the springs, with a bead ring are fastened to the upper mounting plates 57 of the upper frame and to a lower plate with a central downward projecting bolt which is supported by and pivoted from mounting plates 35 of the lower frames. When air is introduced into the air springs, the upper frame assembly will rise and lift the superimposed trailers. When air is evacuated from the air springs, the upper frame will descend so that the superimposed trailers may by removed and different trailers positioned thereon.
Each of the “A” end and “B” end lower frame weldments receive a rail wheel assembly 42, all rail wheel assemblies being identical, and each of the rail wheel assemblies having spaced apart rail wheels 43 carried by a live axle 44. The live axle 44 is rotatable relative to the lower frame weldments about an axis of rotation 46 that coincides with the longitudinal axis of the axle 44. The ends of axle 44 are received within suitable bearing assemblies 45 of conventional design. The bearing assemblies are mounted within each of the lower frame weldments. It can be seen that the two lower frame weldments and wheel assemblies form a portion of a steerable rail truck. In the embodiment shown in
With reference to
Referring now to
With reference now to
Refer now to
With reference now to
As an alternate to the coupling method described above, it may be advantageous that an automatic coupling system be provided, especially for use with short, so called “sprint trams”. Referring now to
In the train make-up operation, the “B” end of the intermodal vehicle is pushed into the socket at the front end of a trailer and into the rear end of a second trailer as described in the above trailer make-up procedure. As male ends enter the female coupler sockets, they displace the lugs 205, which snap into the depressions on the contoured element 203 of the male end assembly thus effecting a coupling of the intermodal rail vehicle to the trailers. To disengage the couplers from the trailers, it is necessary to release the lugs by pulling on release lever 208, which releases both lugs through the interconnecting levers.
Portions of the present disclosure are supplementary to the disclosure provided in U.S. Provisional Application for Patent, Ser. No. 61/015,545, which was filed on Dec. 20, 2007, and which was subsequently filed under the Patent Cooperation Treaty as International Patent Application No. PCT/US2008/086,370 on Dec. 11, 2008, which is incorporated herein in its entirety by reference, and also supplementary to the disclosure of U.S. Provisional Application for Patent, Ser. No. 61/267,226, filed Dec. 7, 2009.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/US2010/059240 | 12/7/2010 | WO | 00 | 9/14/2012 |
| Publishing Document | Publishing Date | Country | Kind |
|---|---|---|---|
| WO2011/071887 | 6/16/2011 | WO | A |
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| Number | Date | Country |
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| 101888944 | Nov 2010 | CN |
| WO 2009085632 | Jul 2009 | WO |
| Number | Date | Country | |
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| 20120325107 A1 | Dec 2012 | US |
| Number | Date | Country | |
|---|---|---|---|
| 61267226 | Dec 2009 | US |
