Ramp car

Information

  • Patent Grant
  • 6718886
  • Patent Number
    6,718,886
  • Date Filed
    Friday, September 13, 2002
    22 years ago
  • Date Issued
    Tuesday, April 13, 2004
    20 years ago
Abstract
A ramp car rail vehicle can have a contoured deck portion to reduce the height above the rails of the deck at the ramp end of the car such that a smaller, shorter ramp can be utilized for loading freight, such as semi-trailers, onto the ramp car and any other rail cars which may be connected to the ramp car. The contoured end of the ramp car can further be provided with a movable draft arm and coupler arrangement such that the coupler can be lowered to provide clearance for loading the ramp car, and thereafter returned to a standard height for coupling with conventional couplers.
Description




BACKGROUND




The present invention has application generally to a rail vehicle for a freight train, and more particularly, a rail vehicle which is configured for ease of loading and unloading freight, especially in the form of semi-trailers. Such a rail vehicle has utility in and of itself, and can also configured for use particularly in an integral/semi-integral train employing a segmented roll-on/roll-off freight loading/unloading system. Generally, multiple rail vehicles can be articulated together to form a segments of an integral train for carrying freight, such as semi-trailers, wherein each such segment has an integrated arrangement composed of different types of rail vehicle platforms, including an adapter platform, intermediate platforms and a loading ramp platform. Such an integral train is disclosed in copending U.S. patent application Ser. No. 09/225,204, filed Feb. 22, 1999, which is hereby incorporated herein by reference. Additionally, such a rail vehicle particularly configured for roll-on/roll-off freight loading/unloading can also be designed suitably for use with conventional rail cars which are not part of such an integral train. In fact, the present great majority freight cars typically utilized for transport of such semi-trailers are of the common variety, i.e., not part of an integral train segment. Furthermore, an added feature of such a ramp car rail vehicle can be a draft arm and coupler arrangement particularly adapted for use on the ramp end of the ramp car.




SUMMARY




Adapter, intermediate and ramp platform rail car platforms are provided for forming an integral train segment, is provided for carrying standard over-the-highway semi-trailers An intermodal train can have a standard locomotive pulling one or more identical integral train segments. Each integral train segment can have eleven or more platforms and may be loaded or unloaded independently of any other segment using a self contained, roll-on/roll-off system This system can have an integral ramp on at least one end of each segment, for use by a hostler tractor and/or the semi-trailers as they are being loaded or unloaded. The platforms which make up each segment can be connected by articulated joints so as to eliminate longitudinal slack and reduce costs. At least one platform should be equipped with a standard knuckle coupler at standard height to permit the segments to be pulled by any existing locomotive.




In order to permit carriage of non-railroad trailers, a very good ride quality is required; and this can be provided by premium trucks and a low 36½ inch deck height, both of which combine to permit stable operation at high speed. High speed operation is also made possible by a brake system providing actual train average braking ratios of eighteen percent nearly double that available with standard equipment. Use of this braking system can permit the Steel Turnpike to operate at speeds thirty percent higher than AAR standard freight trains, while stopping within the same distance. High speed operation is worthless in the service sensitive trailer market, however, if extremely high reliability is not possible. In order to provide this reliability, a continuously operating health monitoring system can be provided. This system signals potential problems to the operator as soon as they arise, thus permitting timely maintenance to correct defects that would otherwise cause delays, damage or equipment out-of-service problems. Properly functioning, the continuous monitoring system is capable of generally eliminating two of the most significant causes of derailment, namely broken wheels and burned off journal bearings.




It is envisioned that intermodal trains will normally consist of several segments to produce trains of over one hundred trailer capacity. In operation, advantage can be gained by using these segments in pairs with the two ramp platforms connected to each other, as will be further discussed.




Each intermodal train segment can consist of three platform types, articulated together. The first platform type is the “adapter platform,” which can have a 28 inch low conveyance truck, a conventional knuckle coupler, hydraulic draft gear, carbody bolster and centerplate at one end (hereinafter referred to as the A-end); and a 33 inch truck with high capacity bearings and a female half spherical articulated connector with combined center plate (Cardwell SAC-1 type) at the other end (hereinafter referred to as the “B-end”). The adapter platform is intended to be coupled behind a standard locomotive or rail car.




The second platform type is an “intermediate platform” which can have a female articulated (SAC-1) connection and a single 33 inch truck, identical to that on the B-end of the adapter car. A male articulated connection without truck is provided at the A-end, which is supported by the mating female articulation and truck at the B-end of an adjacent platform.




The third type platform is a “ramp loader platform,” which is similar to the intermediate platform in that it too has only one truck at the B-end, but differs in that it is a 28 inch low conveyance type truck which may have a special bolster with a low counterplate. Since this truck supports only about half the weight borne by those of the intermediate units, the wheels can be smaller without danger of overloading wheels, axles or bearings. The A-end of the ramp platform can have a male articulated connection to be supported by the B-end of an adjacent platform, in like manner as the intermediate platform. At the B-end of the ramp platform, the deck extends beyond the truck, and is supported by a carbody bolster and centerplate which may be of either standard or lower than standard height above top of rail, rather than an articulated connection. Use of the 28 inch truck at the B-end location allows the deck height of the end of the ramp platform car to be reduced from the 36½ inch height of the rest of the train down to 31½ inches at the B-end truck centerline. This height can be further reduced by angling the extended deck toward the ground, resulting in a final deck height at the end sill of only 17¼ inches.




Since the B-end of the ramp platform is so much lower than the normal 34½ inch coupler height, an unconventional coupler arrangement is required, particularly if it is to be coupled to a conventional locomotive or cars. Two configurations are proposed, the first using a standard knuckle coupler carried in a hinged beam which also carries a standard draft gear. The second configuration involves using a simple rapid transit type coupler carried well below the normal 34½ inch height. The latter is mechanically much smaller than the hinged beam structure, but only permits the coupling of the ramp platform to a second ramp platform having a similar low placed transit coupler.




Furthermore, an individual rail vehicle can be designed generally corresponding to the ramp platform segment of the integral train segment described above. Such rail vehicle can include many of the features of the ramp platform integral train segment, but can be distinct in that it is capable of use apart from such integral train segment. Such a ramp car rail vehicle may also be supported by a truck at both ends of the vehicle and further may include a coupler at either end for being coupled in a conventional manner to other conventional rail cars which may commonly be used to transport freight in the form of the semi-trailers described above. Such a ramp car rail vehicle would thus have a greater degree of utility because of the compatibility with existing railway freight transportation systems, rather than being limited to use as a component of an integral train segment. At the same time the gap between the end of such a car and the conventional car(s) would require the use of bridge plates to carry the tires of truck trailers being loaded over the wide space between the sills of any conventionally coupled pair of cars.




Other details, objects, and advantages of the invention will become apparent from the following detailed description and the accompanying drawing Figures of certain embodiments thereof.











BRIEF DESCRIPTION OF THE DRAWINGS




A more complete understanding of the invention can be obtained by considering the following detailed description in conjunction with the accompanying drawings, wherein:





FIG. 1

is a side view of a presently preferred embodiment of an intermodal train segment





FIG. 2

is an enlarged side view of an embodiment of an adapter platform for the intermodal train shown in FIG.


1


.





FIG. 3

is a top view of the adapter platform shown in FIG.


2


.





FIG. 4

is an end view of the adapter platform shown in FIG.


2


.





FIG. 5

is a section view taken along the line V—V of FIG.


3


.





FIG. 6

is a side view of the intermediate platform shown in FIG.


1


.





FIG. 7

is a top view of the intermediate platform shown in FIG.


6


.





FIG. 8

is a section view taken along the line VIII—VIII in FIG.


7


.





FIG. 9

is a section view taken along the line IX—IX in FIG.


7


.





FIG. 10

is a section view taken along the line X—X in FIG.


7


.





FIG. 11

is a side view of the ramp platform shown in FIG.


1


.





FIG. 12

is a top view of the ramp platform shown in FIG.


11


.





FIG. 13

is a side view partially in section of

FIG. 11

showing the ramp in a lowered position.





FIG. 14

is an end view of the ramp platform shown in

FIG. 11

with the ramp raised.





FIG. 15

is an enlarged view of the section view in FIG.


5


.





FIG. 16

is a sectional view through line XVI—XVI in FIG.


3


.





FIG. 17

is an enlarged view of the section view in FIG.


9


.





FIG. 18

is a side view of the intermodal train segment in

FIG. 1

showing a random loading arrangement of trailers.





FIG. 19

is a side view partially in section of the B-end of either the adapter platform or intermediate platform illustrating the connections of the side cells to the center cell to resist vertical bending.





FIG. 20

is a top view partially in section of the B-end of the platform shown in FIG.


19


.





FIG. 21

is a perspective view, partially in section, showing the interleaved deck structure.





FIG. 22

is a side view partially in section of the B-end of a ramp platform and showing an embodiment of a coupler with the ramp in the raised position.





FIG. 23

is the same Figure shown in

FIG. 22

except showing the ramp in the lowered positioned.





FIG. 24

is a side view partially in section of the B-end of a ramp platform showing a different embodiment of a coupler member.





FIG. 25

is the same view as

FIG. 24

except showing the ramp in a raised position.





FIG. 26

is a close up view of the coupler in a lowered position as shown in FIG.


24


.





FIG. 27

is a view similar to

FIG. 26

except showing the ramp in a raised positioned wherein the coupler is projecting beyond the end of the ramp platform.





FIG. 28

is a side view partially in section of a jointed ramp member attached to the end of the ramp platform.





FIG. 29

is the same view as in

FIG. 28

except showing the ramp in a position intermediate between the lowered and raised positions.





FIG. 30

is the same view as in

FIG. 29

except showing the ramp in a fully retracted position.





FIG. 31

is a top view, partially in section, of the ramp and ramp platform shown in FIG.


28


.





FIG. 32

is a more detailed view of the ramp attachment and coupler in FIG.


28


.





FIG. 33

is the same view as

FIG. 32

except showing the ramp in a fully retracted position with the coupler extending beyond the end of the platform.





FIG. 34

is a schematic of a preferred embodiment of a brake system for an intermodal train.





FIG. 35

is a schematic diagram of a preferred embodiment of a spring applied parking brake control.





FIG. 36



a


is a top view of a truck equipped with the spring applied parking brake shown in FIG.


34


.





FIG. 36



b


is an end view of the truck shown in

FIG. 36



a.







FIGS. 37



a


-


37




e


are position diagrams showing the operation of the spring applied air brake shown in

FIGS. 34 and 35

.





FIGS. 38



a


-


38




c


are more detailed, side views, of the operating positions of the spring applied parking brake.





FIG. 39

is an end view of the spring applied brake shown in

FIG. 37



b.







FIG. 40

is a schematic diagram similar to

FIG. 34

but showing a preferred embodiment of an electrical communication scheme for a train health monitoring system.





FIG. 41

illustrates a prior art flat car;





FIG. 42

illustrates a prior art flat car as shown in

FIG. 41

adjacent a fixed unloading ramp;





FIG. 43

illustrates a prior art flat car as shown in

FIG. 2

except adjacent a portable unloading rib;





FIGS. 44



a


-


44




e


illustrate the steps for transferring a semi trailer to a piggy back type flat car as shown in

FIG. 41

;





FIG. 45

illustrates a presently preferred embodiment of a ramp car rail vehicle according to the invention;





FIG. 46

illustrates a problem that would arise if conventional draft arm and coupler arrangement were utilized with a ramp car rail vehicle as shown in

FIG. 45

;





FIG. 47

illustrates a ramp car rail vehicle as shown in

FIG. 46

having a mass transit type of draft arm and coupler arrangement;





FIGS. 48



a


-


48




b


illustrate a presently preferred embodiment of a draft arm and coupler arrangement which is movable between raised and lowered positions for use with the ramp car rail vehicle as shown in

FIG. 46

;





FIGS. 49



a


-


49




b


are more detailed drawings of a present preferred embodiment of a draft arm and coupler arrangement corresponding to

FIGS. 48



a


-


48




b;







FIG. 50

illustrates a presently preferred embodiment of the draft arm and coupler arrangement in combination with an attached ramp member;





FIG. 51

illustrates a presently preferred embodiment of a double-ended ramp car having contoured portions at either end of the car for use in ferry service; and





FIG. 52

illustrates how a pair of ramp cars can be coupled end to end.











DESCRIPTION OF CERTAIN PREFERRED EMBODIMENTS




A presently preferred embodiment of a semi-integral, intermodal train segment


40


, intended to carry standard over-the-highway (non-AAR) semi-trailers is shown in FIG.


1


. An intermodal train may consist of a standard locomotive pulling one or more identical train segments


40


. Each segment


40


includes at least three, and preferably eleven or more platforms


43


,


44


,


45


and may be loaded or unloaded independently of any other segment


40


using a self contained, roll-on/roll-off system. This system includes an integral ramp


46


on an end ramp loader platform


45


of each segment


40


, for use by the special hostler tractor and the semi-trailers as they are being loaded or unloaded. The platforms


43


,


44


,


45


which make up each segment


40


provide a minimum gap between the runways of several platforms and are connected by articulated joints so as to eliminate longitudinal slack and reduce costs. At least one platform is equipped with a standard knuckle coupler


47


at standard height to permit the segments to be pulled by any existing locomotive. No terminal infrastructure is required other than an area at least 75 feet long, whose surface is graded to approximately the height of the top of rail.




In order to permit carriage of non-railroad trailers, a very good ride quality is required; and this can be provided by premium trucks and a low 36½ inch deck height both of which combine to permit stable operation at high speed. High speed operation is also made possible by a brake system providing actual train average braking ratios of eighteen percent nearly double that available with standard equipment. Use of this braking system permits the Steel Turnpike to operate at speeds thirty percent higher than AAR standard freight trains, while stopping within the same distance. High speed operation is worthless in the service sensitive trailer market, however, if extremely high reliability is not possible. In order to provide this reliability, a continuously operating health monitoring system is provided. This system signals potential problems to the operator as soon as they arise, thus permitting timely maintenance to correct defects that would otherwise cause delays, damage or equipment out-of-service problems. The continuous monitoring system is capable of absolutely eliminating two of the most significant causes of derailment, namely broken wheels and burned off journal bearings.




It is envisioned that such intermodal trains will normally consist of several segments


40


to produce trains


40


of over one hundred trailer capacity. In operation, it can be advantageous to use the segments


40


in pairs with two ramp platforms


45


connected to each other end-to-end, as will be further described.




Each intermodal train segment


40


includes three platform types


43


,


44


,


45


, articulated together. Each end of each platform type is, for purposes of description, assigned one of two names, referred to previously as the A-end and the B-end. The forward end of such platform will be referred to as the A-end while the rearward end will be called the B-end. The first of the three types of platforms is the adapter platform


43


, which is shown in more detail in

FIGS. 2-5

. The adapter platform


43


has a 28 inch low conveyance truck


48


, a conventional knuckle coupler


46


, hydraulic draft gear


49


, standard carbody bolster


60


shown best in

FIG. 15

, and a centerplate


61


at the A-end. At the B-end, the adapter platform


43


has a 33 inch truck


51


with high capacity bearings and a female half spherical articulated connector


50


with combined center plate, which can be a standard Cardwell SAC-1 type connector. The adapter platform


43


is intended to be coupled behind a standard locomotive or car. The construction of the carbody bolster 28 inch truck


48


mounting at the A-end is shown in more detail in

FIG. 15

, and is more fully described in connection with that Figure. Similarly, the structure of the B-end is shown in more detail in FIG.


16


and is described more fully in connection with that Figure.




The second platform type is the intermediate platform


44


, shown in

FIG. 3

, also having a female articulated (SAC-1) connection


50


and a 33 inch truck


51


at its B-end which is identical to the truck


51


on the B-end of the adapter car


43


. A male articulated connection


52


without a truck is provided at the A-end of the intermediate platform


44


. The A-end is of the intermediate platform


44


is supported by the mating female articulation connector


50


and truck


51


at the B-end of an adjacent platform.




The third type platform is the ramp loader platform


45


, shown in

FIGS. 11-14

. The ramp platform


45


is similar to the intermediate platform


43


in that it too has a truck


48


only at the B-end. However, the truck


48


at the B-end of the ramp platform


45


differs in that a 28 inch low conveyance type truck


48


, as on the adapter platform


43


, is used. Since this truck


48


supports only about half the weight borne by the 33 inch trucks


51


of the intermediate platforms


43


, the wheels can be smaller without danger of overloading the wheels, axles or bearings. The A-end of the ramp platform


45


also has a male articulated connection


52


which is supported by the truck


51


at the B-end of an adjacent platform, in like manner as the intermediate platforms


44


, and mates with a female articulated connector


50


. At the B-end of the ramp platform


45


, the deck


54


has an extended, sloped portion


56


which protrudes beyond the truck


48


, and is supported by a conventional carbody bolster


60


and centerplate rather than an articulated connection. Use of the 28 inch truck at this location allows the deck


56


height of the end of the ramp platform


45


to be reduced from the 36½ inch height of the other platforms


43


,


44


down to 31½ inches at the B-end truck centerline of the ramp platform


45


. Consequently, the height that the loading ramp


46


must rise to allow roll-on loading can be significantly reduced. This height is further reduced between the truck centerline and the ramp platform end sill by angling the sloped portion


56


toward the ground, resulting in a final deck height at the end sill of only 17¼ inches. This low height is easily reached by a short, lightweight ramp assembly


46


which is hinged to the ramp platform


45


end sill. The ramp can be raised to a stored position for travel, or lowered to a loading position by a ramp positioning device, such as, for example, an air cylinder under the control of an attendant at the terminal. Since a maximum slope of the ramp of no more than one in 8 is desirable, lowering the car's deck height at the end sill to 17½ inches means that the length of the ramp need be only eight times the length and 11½ feet long.




Since the B-end of the ramp platform


45


is so much lower than the normal 34½ inch coupler height, an unconventional coupler arrangement is required, particularly if the ramp platform


45


is to be coupled to a conventional locomotive or car. Presently, there are two preferred configurations, shown in

FIGS. 22-27

. One configuration, shown in

FIGS. 24-27

, uses a standard knuckle coupler


47


carried in a hinged beam, with its draft arm. The second uses a transit type coupler hinged at its rear and carried at a much lower than conventional height similar in concept to the retractable couplers used on passenger train locomotives through the 1950's. This latter configuration, shown in

FIGS. 22-23

and


28


-


33


, is useful if, in operation, the ramp platform


45


is only to be coupled to a similar ramp platform


45


of a different train segment


40


. In this latter case, a simple rapid transit type coupler


107


carried well below the normal 34½ inch height will suffice. Both constructions are described in more detail below in connection with

FIGS. 22-33

.




Several unique sub-systems, intended to speed performance and enhance reliability are provided on each segment. These include an Electronic Assisted Air Brake, Health Monitoring, and Trailer Tie-Down subsystems. A locomotive interface system is also required if these are to be used to best effectiveness. A brief description of each sub-system is included below, as well as more detailed descriptions of each of the three platform types.




Platform Types




Each platform can have the same basic structure except for the ends. The intermediate platform


44


can serve as the “standard” platform from which the adapter and ramp platforms can be created. The economics are thus greatly improved because the standard platform can be mass produced and the other two platforms can be constructed simply by modifying the ends of the standard platform. For example, the adapter platform


43


is constructed by basically cutting the A-end off an intermediate platform


44


and welding on the modified A-end of an adapter platform


43


. In

FIG. 2

, a splice line


10


indicates generally where the A-end of the intermediate platform


44


is cut off and the A-end configuration of the adapter platform


43


is welded on.




Referring to

FIG. 11

, another splice line


112


indicates generally where the B-end of the intermediate platform


44


is cut off for the attachment of the B-end configuration for the ramp platform


45


. Making the intermediate platform


44


the “standard” makes sense because each segment


40


of the intermodal train has preferably at least nine intermediate platforms


44


and only one each of the adapter


43


and ramp


45


platforms.




Adapter Platform




The adapter platform


43


, as mentioned, has one conventional knuckle coupler


47


on its A-end, and one truck at each of the A- and B-ends. The coupler


47


is carried by a 15 inch travel “buff only” hydraulic draft gear


49


, while the trucks proposed are both of the swing motion type. The A-end truck


48


is a 28 inch low conveyance model with normal seventy ton bearings and axles, while the B-end truck


51


is a 33 inch wheel model equipped with oversize bearings. These trucks


48


,


51


provide improved ride and tracking characteristics as compared to a standard three-piece truck. Constant contact “teks pac” type side bearings are proposed in order to control truck hunting at high speed. Use of this type truck is required if conventional (non-AAR) trailers are to be carried, because general service trailers should not be lifted, have softer springs and lack the longitudinal strength specified by AAR for conventional piggyback service.




An enlarged cross sectional view of the construction of the carbody bolster


60


and 28 inch truck


48


mounting at the A-end is shown in

FIG. 15

, while

FIG. 16

shows a similar view taken at the B-end.

FIG. 16

illustrates the unique construction of the platform over the B-end 33 inch trucks


51


which is common to all of the intermediate platforms


44


. Of particular importance is the fact that there is no carbody bolster


60


over the truck side frame


63


. This allows the deck


54


to be brought down to the desired height with only a minimum deck thickness above the side frame


63


, as shown in FIG.


16


. This figure also shows the side bearings


66


which stabilize the platform associated with the truck in roll. The anti-roll bearings


92


are also shown which connect the adjacent platforms in roll mode, and allow vertical and horizontal curves to be negotiated by the connected platforms without resistance.




The A-end of the adapter car


43


uses a conventional carbody bolster


60


and center plate


61


as well as the previously mentioned 15 inch hydraulic draft gear


49


and F-type knuckle coupler


47


. Use of this draft gear


49


is recommended because the slack-free nature of the segment


40


means that the inertia of the mass which is to be controlled during coupling is several times greater than that of a simple platform. This is particularly important when coupling to a locomotive or conventional equipment, as the long articulated train structure acts almost as a huge single mass, and if coupled to at any but the lowest speed, could cause damage to the couplers and other parts of the conventional equipment.




The deck


54


of each platform


43


,


44


,


45


is preferably made from steel gratings


70


supported by formed gussets


72


running from the center sill


73


of the platform to the side sills


62


, as shown best in FIG.


17


. The side sills


62


are formed channels and are set above the height of the deck


54


so as to provide curbs which aid in preventing a trailer from being inadvertently pushed off of the deck when backing into loading position.




The use of grating


70


for the deck


54


is aimed primarily at making the deck


54


self-clearing of snow and ice, as precipitation dropping on it can simply fall through to the rail or track bed below and need not be removed by snow blowers, plows or other apparatus. The center sill


73


is not a conventional AAR construction, but instead is constructed from a wide box beam, open at the bottom and fabricated with relatively light weight webs


75


, and having a top plate


74


and bottom flanges


76


of differing thickness along the length of the structure so as to properly resist vertical bending, which is maximum at the center. This “tapered flange” approach reduces weight where bending stresses are not as high. Use of a relatively thin web


75


could allow buckling, but this is prevented by reinforcing the webs


75


by welding the grating support gussets


72


to the full height of the webs


75


, as shown in FIG.


17


.




The top of the wide center sill


73


is also used to support the legs of the folding or “pull-up” hitches


80


which are used to secure the nose of a trailer


82


to the deck


54


by attaching to the trailer's king pin. By making the sill wider, the support hinges for the hitch can be wider thus reducing both the hinge vertical loads imposed by the platform's “rock and roll” on degraded track, and reducing the roll motion of the trailer by reducing the effect of clearance in the hinge pins. These hitches are well known in the railway industry, but a modified version is used on the steel turnpike because the platforms will never be humped, thus sparing the design the extreme longitudinal forces imposed by trainyard impacts during switching operations. Two such hitches are secured to the outer sill


73


, one near the B-end and another 29 feet away, near the center of the platform. This hitch spacing permits any presently legal trailer


82


, including the extra long 57 foot trailers (legal in only 5 western states), to be efficiently carried. At the same time, the 29 foot hitch spacing allows 28 foot long “pup” trailers


83


to be loaded with only a one foot separation between nose and tail. Likewise, as shown in

FIG. 18

, any combination of trailers


82


,


83


can be carried, loaded in random order, with long trailers


82


spanning the articulation if necessary.




The articulating connection is essentially identical at all articulated joints between each platform. At the B-end of the adapter


43


and ramp


44


platforms, upper side bearings


66


are provided to transfer any roll of the platform into the truck bolster and suspension system. Constant contact side bearings are preferably used on the truck bolster in order to both minimize carbody roll relative to the bolster, and to add rotational damping to the truck


51


as an aid to controlling truck “hunting” during high speed operation.

FIG. 16

shows the upper


66


and lower


68


side bearing set up, and it can be seen that, unlike normal car building practice, there is no carbody bolster


60


extending beyond the side bearings


66


,


68


. It is this narrow bolster construction that permits the 37 inch deck height, as use of a carbody bolster


60


would add the thickness of this part to the minimum clearance above the truck side frame


63


that is used.




At the B-end side sills, a roll stabilizer bearing shelf


90


is provided which can withstand high vertical loads. This bearing shelf


90


cooperates with a bearing shoe


92


on the A-end side sills


62


of an adjacent platform


44


. This construction, shown best in

FIG. 16

, results in a roll stabilizer bearing which essentially connects adjacent decks


54


torsionally, which will greatly reduce carbody roll on less than perfect track. This is particularly important where trailers


82


are being carried bridging an articulated joint, because this construction reduces racking of the trailer


82


that relative roll could otherwise induce.




Near the B-end of the adapter


43


and intermediate


44


platforms, but inboard of the truck, are a pair of structural connections


94


extending from the left side sill


62


to the left side of the center sill


73


to the right side of the center sill


73


and thence to the right side sill


62


, as shown in

FIGS. 19 and 20

. These connections


94


are made up of the two cross connections


94


and the center sill


73


top cover plate


74


and provides the necessary vertical load carrying capacity to the side sills


62


as would be given by the carbody bolster


60


connection in a conventional carbody construction, but without introducing the additional height of the conventional carbody bolster


60


as previously discussed. That is, these connections


94


support the ends of the side sills


62


and transmit vertical side sill


62


loads into the center sill


73


. An interleaved deck structure, shown best in

FIG. 21

, is preferably provided where the decks


54


of each articulated platform


43


,


44


,


45


mate. For example, as shown, at the deck connection of the adapter platform


43


to the first intermediate platform


44


, the deck structure


54


is interleaved with its mate in such a way that when the segment


40


rounds a curve there is no scraping of one platform's deck


54


on top of the other, as would be the case for a conventional bridge plate left in the lowered position. An advantage of interlacing the deck end structures in this manner, which is common at all the articulations, is that an uninterrupted platform is provided from end to end of the entire segment, which allows trailers to traverse the distance between platform ends without shoes or bumpers. This has been shown to greatly speed the loading process. As shown, the B-end of the deck


54


has a slotted curvature


97


near each side sill


62


into which can be received a correspondingly curved extension


99


of the A-end of an adjacent deck


54


when the articulated platforms round a curve.




Referring back to

FIG. 16

, the construction at the A-end of the adapter platform


43


, is more conventional in that it does have a carbody bolster


60


, stub AAR center sill


64


, a center plate


61


and draft gear attachments


49


. Unlike the intermediate


44


and ramp


45


platforms, however, the adapter platform


43


A-end supports only one end of one platform, thus carrying much less weight than the other trucks


51


. This permits the use of the 28 inch diameter wheel truck


48


under the A-end which provides an additional 5 inches over the truck frame


63


and permits the application of the aforementioned wide box beam center sill


73


.




One other feature of the adapter platform


43


is that it permits the use of a 36 inch high bulkhead


86


at the A-end which would prevent driving a trailer off platform end of the car in the event of operator error.




Intermediate Platform




The intermediate platform


44


, shown in

FIGS. 6-8

, shares almost all of the features above described, except that it has a truck


51


at the B-end only, and the center sill


73


connection to the side sills


62


is essentially identical at both ends. The A-end of the center sill


73


carries a male articulation joint connector


52


. The articulated joint proposed, Cardwell Westinghouse SAC-1 type, is designed to take the weight of the platform


44


from the male half


52


into the female half


50


at the B-end of an adjacent platform and thence down into the truck


51


associated with the female connector


50


.




Additionally, the A-end has the aforementioned bearing shoes


92


and the B-end has the bearing shelves


90


. The side bearings


66


,


68


of the truck


51


are used to steady the B-end of the intermediate platform


44


against roll motion, and the bearing shelves


90


cooperate with the bearing shoes


92


on the A-end of an adjacent platform, in the manner same described for the adapter platform


43


, to provide roll stability. This coupling of adjacent platform side sills


62


results in the stabilizing of the A-end of the intermediate platform


44


by the B-end of an adjacent platform This, of course, implies that the B-end of the intermediate platform


44


is stabilized in roll by the side bearings


66


,


68


of an associated truck, which is insured by using constant contact side bearings.




Any number of intermediate platforms


44


may thus be assembled into a segment


40


with one adapter platform


43


at the head and one ramp platform at the tail. A presently preferred intermodal train segment


40


would consist of 11 platforms, namely; one adapter platform


43


, 9 intermediate platforms


44


, and 1 ramp platform


45


. This particular combination is preferred primarily to achieve economy in the braking system and easy interchangeability of intermediate platforms


44


in groups of three within a segment


40


, so as to produce longer or shorter segments, or effect repairs without unduly withdrawing equipment from service.




Ramp Loader Platform




The ramp platform


45


, shown in

FIGS. 11-13

, is very similar to the intermediate platform


44


in that it has a truck


48


only at the B-end and depends on the sliding connection of the side sills


62


to provide roll stability at the A-end. The aforementioned sliding connection being the frictional engagement of the bearing shoes


92


on the A-end of the ramp platform


45


with the bearing shelves


90


on the B-end of an adjacent platform


44


.




Referring to the drawing, the B-end employs a 28 inch wheel diameter truck


48


in a similar manner as the A-end of the adapter platform


44


, but does not have a carbody bolster. The lower deck height at the 28 inch truck


48


is instead used to reduce the deck height at the B-end below 32 inches by sloping the length of the ramp platform


45


from 37 inches at the A-end down to 32 inches at the B-end. The ramp platform


45


is otherwise identical to the adapter


43


and intermediate


44


platforms.




The reduction in deck height at the end of the ramp platform


45


where the ramp


46


is attached reduces the length of ramp


46


necessary to climb from ground level to the deck. This length can be further reduced by sloping an extended portion


56


of the deck downward beyond the B-end truck, at the same slope as the ramp


46


will use (approximately 1 in 8) by lowering the end of the ramp platform


45


at its attachment point to the ramp


46


. The length, and hence the weight, of the ramp


46


are greatly reduced by this technique, thus allowing simplification of the ramp lifting and stowing mechanism.




As a result, the deck height at the B-end of the ramp platform


45


is only 17¼ inches above top of the rail at the end sill. Hinged to the car structure at this point is the loading ramp


46


which has a length of only about 10 feet 3⅝ inches. This short ramp length can be efficiently counterbalanced throughout its operating angle of over 90 degrees by the use of a spring tensioning device


160


, shown in

FIGS. 22-33

, mounted on the end of the ramp platform


45


. At the full up position, the center of gravity of the ramp


46


is slightly inboard of its pivot points, thus the lever arm is negative and the ramp


46


is producing a torque which would fold it back onto the ramp platform


45


. At this point, however, positive stops provided on the ramp


46


sides prevent further folding and hooks, provided adjacent to the stops, can be manually engaged so that the ramp


46


cannot be pulled down until the hooks are manually released.




Operating in parallel with the spring balance mechanisms just described is an air cylinder


162


. When the retaining hooks mentioned above have been manually released, air can be introduced into this cylinder


162


to overcome the torque caused by the small negative lever arm and start the ramp


46


down. Once this has occurred, the unbalanced portion of the weight of the ramp


46


will tend to pull the piston out of the cylinder


162


and unfold into its loading position. The speed of this operation can be easily controlled by choking the exhaust of air from the rod end of the cylinder


162


. Air for operation of the cylinder


162


can be supplied from a dedicated reservoir charged by main reservoir equalizing pipe when the train is coupled. This reservoir can be sized to permit at least two operations of the ramp


46


from an initial charge of 130 psi. Provision is also preferably made to take air from a hostler tractor for this operation without requiring the hostler to charge any other part of the train's pneumatic system.




The force pulling on the air cylinder piston


162


during the ramp


46


lifting operation could be made either positive or negative. That is to say, the ramp


46


could be designed to be either slightly overbalanced or slightly underbalanced by the spring and cam mechanism


160


. Underbalance is preferred as it would allow manual lowering of the ramp


46


in an emergency situation where air was not available for its operation. Likewise, underbalance would prevent the nose of the ramp


46


from bouncing as trailers are rolled up on it.




As shown best in the more detailed review of the same platform coupler mechanism in

FIGS. 22 and 23

, when the ramp


46


is up, the coupler pulling faces extend beyond the actual ramp


46


position so as to prevent interference between the end of the ramp platform


45


and whatever car, locomotive or platform it is coupled to. Thus, the ramp end of the platform


45


may be coupled to another ramp platform


45


with no difficulty. Further, if rapid transit type couplers


107


as shown in the drawing are used, this coupling can also effect electrical and air connections.




Two coupler connections are possible. The first, as shown in

FIGS. 22-23

and


28


-


33


, uses a transit type coupler


107


at a 20 inches height and would be a very straight forward application, but would not permit the ramp platform


45


end of a segment


40


to be pulled by conventional equipment without some sort of adapter. An alternative coupler connection shown in

FIGS. 24-27

, uses a standard knuckle coupler


47


and can carry it at standard coupler height. In both cases, the coupler must be moved to a lowered position to permit trailer loading and to a raised position prior to coupling to adjacent equipment




Referring back to

FIGS. 22 and 23

, after the ramp


46


has been swung up, the coupler's elevating mechanism


170


will be operated by the lifting of the ramp


46


and the linkage shown swings the coupler


107


up into operating position. It should be noted that while the coupler


107


is supported from below by the elevating mechanism


170


, the flat faces of the two transit couplers will, when brought together, lift their heads a further half inch or so, so as not to have wear and interference between the elevating mechanism


170


and the mated couplers


107


when the train is traveling at speed.




In the alternative coupler


47


shown in

FIGS. 24-27

, a much more elaborate elevating mechanism


180


is needed because both the coupler


47


and draft gear


49


must be elevated to the standard 34½ inch height. This method permits coupling to conventional equipment with no adapter. This standard coupler


47


, while more universal, would not be particularly advantageous for operations where it was desired to operate trains consisting of two segments


40


coupled ramp platform


45


-to-ramp platform


45


for convenience in the terminal, and its construction is typically more complex and expensive.




Another preferred embodiment of a ramp is a folding jointed ramp


146


, as shown in

FIGS. 28-31

. The same types of couplers can be used as described above. Similarly, a transit type coupler


207


, shown in

FIGS. 32-33

, is preferably used. Likewise, the spring tension device


160


is used to operate an evaluating mechanism


190


to control raising and lowering of the ramp


146


.




Sub-Systems




Trailer Tie Down




Each of the three platform types


43


,


44


,


45


is equipped with two tractor operated pull-up hitches spaced 29 feet apart. This spacing permits loading of all platforms


43


,


44


,


45


with either two 28 foot “pup” trailers


83


or one 40-57 foot long single trailer


82


to be carried between two trucks. If desirable, a 28 foot pup can also be loaded and be followed by a long trailer


82


spanning the articulated joint between two platforms. The hitch


80


used is modified to increase its width at the vertical strut base, which is necessary to control trailer roll in the non-AAR trailers which are to be carried. Since the segment


40


will never be humped, the normal cast top plate can be eliminated and a lower weight pressed steel design used. Finally, the hostler tractor should be equipped with closed circuit television in order to both improve safety and decrease loading time over systems which depend on communication between a ground man and driver. Another feature proposed for the loading system is an electric hitch lock monitor which can be implemented to indicate proper locking of both the kingpin into the top plate, and of the diagonal strut into the raised position. A hydraulic cushioning system is also proposed both to reduce noise and improve hitch system life as compared to non-cushioned hitches.




Braking




The braking system, shown schematically in

FIG. 34

may be the most important of the sub-systems. The basic system is a two-pipe (main reservoir pipe


202


and brake pipe


204


) graduated release design in which cylinder pressure is developed in response to brake pipe


204


pressure reduction and graduated off as this pressure is restored. It preferably uses one modified ABDX control valve


206


to supply brake cylinder pressure for each three trucks. The control valves


206


are mounted to the first intermediate platform, third intermediate, sixth and every third platform thereafter. Every platform not equipped with a control valve


206


has a No. 8 vent valve


208


to aid in emergency brake transmission. In addition, the adapter


43


and ramp


45


platforms each carry an electro-pneumatic brake pipe control unit (BPCU)


210


which will be further described.




The use of a second pipe, namely the main reservoir pipe


202


, serves three purposes. The first is to permit a trailing locomotive in a long train to provide or receive air from a remote locomotive or control cab at, say, the head of the train, thus enabling double ended operation with power on only one end of the train. The second is to eliminate taper from the brake pipe


204


and speed its response during pressure increases. Finally, the main reservoir pipe


202


can be used to supply air for the release of the spring applied parking brake


212


on those trucks which are so equipped.




Brake Pipe Control




The BPCU


210


on the adapter


43


and ramp


45


platforms of each segment include a pair of magnet valves arranged to be operated by trainline wires, which can be in the locomotive MU cable


200


, in concert with the engineer's brake valve, from a CS-1 brake pipe interface unit on the locomotive as will be further discussed in the Locomotive Sub-Systems section of this description. When brake pipe


204


pressure reduction is called for on the locomotive, the application magnet valves on each BPCU


210


in the train will vent pressure locally causing rapid reduction to the pressure set by the brake valve at each point where a BPCU


210


is installed, thus instantaneously applying brakes throughout the train and reducing both in train forces and stop distance. When brake pipe


204


command is satisfied, valves at each BPCU


210


will be de-energized and no brake pipe


204


pressure change will occur.




In like manner, when the engineer changes the brake valve setting to increase brake pipe


204


pressure, the locomotive CS-1 interface will energize supply magnet valves at each BPCU


210


. The supply of air to the BPCU


210


comes from the main reservoir equalizing pipe


202


, so the brake pipe


204


is rapidly and equally recharged at both ends of each segment in a train, and no taper will exist. This electro-pneumatic brake pipe control will be very effective on trains made up of multiple segments, and since only 4 control valves


206


are required for an 11 platform segment, slight additional cost of the extra pipe


202


and two BPCUs


210


are offset by the reduction in the number of control valves along with greatly improved performance provided.




Other important parts of the brake system are the foundation brake rigging, which is a TMX truck mounted brake


212


on all trucks except the 28 inch truck of the loader which is equipped with a simple WABCOPAC II truck mounted brake


214


. The TMX


212


is a special design producing high brake shoe force and a high braking ratio for the train.




Spring Applied Parking Brake




In addition to the simple electro-pneumatic brake pipe control system, a spring applied parking brake


216


, as shown best in

FIGS. 35-39

, can be provided on the fourth fifth and sixth trucks (counting 1 as the 28 inch truck


48


under the adapter platform


43


). This parking brake


216


is under the control of a parking brake control valve


218


as shown in

FIG. 35

, and will be released by the presence of brake pipe pressure above 70 psi.




Parking Brake Control




The parking brake control valve


218


will not, however allow application of the parking brake


216


until brake pipe


204


pressure is reduced below 40 psi nominal, and even then, parking brake


216


operation will be inhibited to the extent that brake cylinder pressure is present by the spring brake double check in the pilot valve


220


. This is achieved through the several parts of the parking brake control valve


218


as further described below.




Charging—Normal Operation




During initial charging of the train under normal conditions, the main reservoir pipe


202


pressure will rise quickly to a relatively high value. Further, since all air being supplied to the BP


204


comes from main reservoir, this value will always be higher than brake pipe pressure. Thus air will flow into the parking brake control valve


218


through its MR port, pass through the charging check valve


222


, and hold the charging check valve


223


from the brake pipe connection to its seat thus preventing any flow of air from BP


204


into the system and maintaining the BP


204


response as rapid as possible. Since initially the BP


204


will be below 40 psi nominal, the operating valve


224


will be in its application position as shown, such that further flow of air will take place and the parking brake


216


will remain applied. Once brake pipe pressure rises to a value in excess of 40 psi nominal, the operating valve


224


will switch over, and connect the charging check valve


222


output to the spring brake release cylinder


226


via the parking brake interlock double check valve


220


, compressing the spring and relieving spring force on the brake shoes of all trucks under the control of the parking brake release valve


218


. As train charging continues, the pressure in the spring brake release cylinders


226


will rise to the value of the MR pipe


202


.




Charging—Towing Operation




There will be occasions when it will be desirable to tow the intermodal train segments


40


in a conventional train where no MR pipe


202


is available, and the spring applied parking brake


216


will not interfere with this operation. In such a case there is no pressure in the MR pipe


202


, and as BP


204


is charged, air will flow through the flow control choke


228


and the BP side charging check


223


, holding the MR side charging check


222


to its seat and preventing loss of BP


204


air to the non-pressurized MR pipe


202


. Air will then flow to the spool of the operating valve


224


where it will initially be stopped by the fact that the spool does not shift until brake pipe pressure has risen above 40 psi nominal as before. Once brake pipe pressure rises above this level, the operating valve


224


spool will shift (to the left in

FIG. 35

) connecting brake pipe pressure to the spring brake release cylinders


226


as before. Note however that in this case the air for spring brake release is supplied by the flow control choke


228


, whose size has been chosen to prevent the opening of the operating valve


224


spool to the empty spring brake release cylinders


226


from causing any significant drop in brake pipe pressure which might otherwise either cause unstable operation of the operating valve


224


, or even but the train brakes into emergency.




Parking Brake Operation During Service Brake Application & Release




When brake pipe pressure is reduced to cause a normal service application of train brakes, the pressure after the reduction will always be greater than 40 psi, and the operating valve


224


will remain in its normal released position (spool shifted to the left in the diagram). The brake pipe side charging check


223


will remain on its seat and no air will flow to BP


204


from the parking brake system


216


,


218


. The ABDX control valve


206


will supply air to its brake cylinder port, however and this will flow to the brake cylinders in the normal way. This pressure will also enter the parking brake control valve


218


at the brake cylinder port and pressurize the right hand side of the parking brake interlock double check


220


, which is held to the right hand seat by the air already present in the fully charged spring brake release cylinder


226


. Thus neither BP


204


nor brake cylinder operation is affected in the slightest way by the presence of the spring applied parking brake system


216


,


218


.




When release of the service brake is commanded, brake pipe pressure will rise as commanded, but no parts of the parking brake control valve


218


will be affected. When the brake cylinder pressure is released pressure on the right hand side of the interlock double check valve


220


will be reduced but, as this valve


222


remains against its right hand seat at all times in normal braking, there is again no operational difference in the brake equipment as a result of the spring applied parking brake


216


.




Parking Brake Operation During Emergency Brake Application & Release




When brakes are applied in emergency, the brake pipe pressure is quickly reduced to zero and the ABDX valve


206


reacts by providing maximum brake cylinder pressure, which must always be about 5 psi lower than the fully charged value that the BP


204


had been. Since the brake pipe pressure is necessarily lower than the 40 psi nominal switch pressure of the operating valve


224


, the operating valve


224


device will move to the application position and connect the left hand side of the interlock double check valve


220


to atmosphere and attempt to vent the spring brake release cylinders


226


, thus applying the spring brake


216


on top of the normal pneumatic brake which is very undesirable as it could cause slid flats and wheel damage. This circumstance is prevented, however because brake cylinder pressure from the control valve


206


builds up on the right hand port of the interlock valve


220


more quickly than it drops off on the left side, shifting the double check


220


and preventing pressure from being vented by the spring brake cylinder


226


. Thus, the excessive brake buildup mentioned above is prevented. As brake cylinder pressure dissipates after the emergency due, for example, to system leakage, the pressure on the right hand side of the interlock valve


220


will reduce with it, and the spring brake


216


will apply as brake cylinder pneumatic force is lost thus guaranteeing that the train will be held in place until brake pipe pressure is restored. In the event that it is desired to manually release the parking brake


216


without air, means are included in the mechanism of the spring brake


216


itself to provide this feature.




Spring Brake Operation




In operation, the spring pack


230


, as shown best in

FIGS. 36



a


-


37




e,


is attempting to force the bellcrank


234


to rotate the transfer lever


236


and apply the spring brake


216


, while the spring brake release cylinder


232


overcomes this tendency and maintains the bellcrank


234


rotated against its stop, in which position it remains, with no interference with the transfer lever's


236


normal operation, as shown most clearly in the position diagrams of

FIGS. 37



a


-


37




e.


The spring brake double check


220


, as already mentioned, provides an interlock to prevent applying the spring brake


216


on top of service brake in an emergency or breakdown situation.

FIGS. 37



a


-


37




e


also shows, in principle, the method by which the spring applied parking brake


216


may be manually released. It can be seen in those Figures that the bellcrank


234


carries a pawl


238


which normally engages the transfer lever


236


of the TMX system and will force this lever


236


to rotate and apply brakes when the air is vented from the spring brake cylinder


232


. Referring to more detailed drawings of the spring applied parking brake


216


in

FIGS. 38



a


-


39


, the pawl


238


is arranged with an operating shaft


240


extending to a convenient point on the side of the truck. The operating shaft


240


may be pulled with a simple lever carried by the car man or maintenance personnel and when this is done the connection between the spring


230


and transfer lever


236


will be lost, and the spring


230


will bottom out the release cylinder


232


, while the brake shoes will be pulled away from the wheels by the normal release spring in the TMX brake cylinder.




Health Monitoring




There are only two train borne defects which can lead to derailment; overheated wheels, which may break, and overheated journal bearings which may either seize or burn off. The primary purpose of the health monitoring system is to prevent these two serious defects and their consequences. The system can communicate system status to the train crew by either illuminating defect indicator lights at the appropriate location of the defect, or via electronic communication to a display in the operating cab, depending on railroad preferences. The conditions monitored are the temperatures of all bearings, and whether brakes are dragging. In checking bearing temperature for potential failure, enough electronic logic is provided to sense both rate of temperature rise, temperature differences within a truck, and excedence of a predetermined maximum temperature by any bearing. The system's logic will also detect a faulty sensor, and signal this defect in a different manner than is used for an actual equipment defect. This could be a light of a different color or a specific electronic message.




Sticking brakes are monitored by detecting the position of the brake cylinder on each truck with a proximity switch, so that should dragging brakes occur, this will be immediately indicated by signaling the fact that one or more brake cylinders are not in release position when they should be. If desired, a pressure switch could also be added at each control valve, set to determine the fact that at least fifty percent of a full service brake application was in effect. This would permit monitoring both the fact that the brakes are not released (stuck “off”) and that pressure sufficient to cause effective brake application is being supplied. This logic could be used to indicate that brakes properly apply and release on each car, within the meaning of the power brake law for initial terminal inspection.




Locomotive Interface Unit




One of the difficulties in constructing an integral train, is how to apply a standard locomotive with its limited connections to the train (usually only the brake pipe pneumatic interface) to convey and receive the somewhat greater amounts of information required by a health monitoring system and electronically assisted brake system.




Referring to the simplified schematic in

FIG. 40

, the intermodal train solution to this problem is to provide the ramp


45


and adapter


43


platforms of each segment


40


with a small computer


252


and modem


254


mounted in the BPCU


210


, operating at relatively low frequency over the brake application and release wires, which are located within the MU cable


200


, and to provide trainline wire connections from the locomotive into the nearest of these computers. Since the commands to the brake system are made only at the end platforms in any case, only the health monitoring system need use electronic communications. Thus, a simple single wire


256


(plus ground wire) communication system to the health monitoring node on each platform should be all that is necessary to take the information from all 11 platforms


43


,


44


,


45


of a segment


40


into the small computers


252


at the two segment ends. From these ends, connections to a locomotive or control cab can be made by simply plugging a jumper cable


250


into the locomotive


27


MU cable


200


using the positive and negative wires on the conventional


72


VDC locomotive battery as a power source, and communicating into the locomotive over whatever spare trainline wires might be designated by the individual railroad.




It's assumed that digital communication into a single wire would be through modem


255


, which would be part of the stand-alone locomotive interface unit (LIU)


245


in the cab of the locomotive. The LIU


245


would include a display


247


and connections to the gage test fittings for the equalizing reservoir and brake pipe gages of the locomotive's control console. As the differential between brake pipe and equalizing reservoir determines whether the application magnet, release magnet or no magnet should be energized by the BPCU


210


on each segment


40


, this provides all of the information and communications capability that should be necessary. It also makes the equipping of any locomotive for service on an intermodal train an operation of but a few minutes, requiring no more skill than is required to plug in a box and connect two small pneumatic tubes to the gage test fittings (which are already there) for this type connection. In the event that the locomotive brake valve is not equipped for graduated release, this feature could easily be added to the 26 brake valve.




The communication between the LIU


245


and the intermediate train segments


40


would be by digital communication over trainline wires in the MU cable


200


from the LWU


245


to the BPCU


210


on the segment end adjacent the locomotive, then from one BPCU


210


to the other BCPU


210


on that segment. As described above, individual wheel bearing temperature sensors


258


and brake cylinder position sensors


260


can be provided on each truck to detect the requisite information for the small computers


252


in the BPCUs


210


. The individual sensors


258


,


260


would be cabled


262


to the BPCU


210


electronics separately, and this cable


262


preferably would not pass from segment to segment, or to the locomotive like the application and release wires. Since detachable plugs would only interrupt the communications wire between the locomotive and between the segments but not the sensor cabling


262


, this path, with no more than 10 plugs, would be very low in resistance and would not require high voltage for reliable communications. The communications protocol should address each segment for monitoring purposes (brake control being a physical circuit) probably by a pre-assigned number or address. The BPCU


210


on each segment would have a memory to store that segments individual platforms, addresses current data. Thus, manually programming a locomotive interface unit


245


to communicate with a


110


platform intermodal train would only require the setting of 10 addresses which could be manually done or performed automatically on a daisy chain, front-to-rear basis.




A typical LIU


245


display screen


247


could simply indicate whether or not there were any exceptions to normal operation. If an exception exists, the operator could request further information. The screen


245


can also display the conditions of the brake monitoring system which in the absence of exception, shows the conditions as either low brake rate, released or applied. In the LIU


245


logic, (which has the equalizing reservoir and brake pipe pressure information) it will be a simple matter to determine the command status of the brakes. The logic would then report brake cylinders not released as “low rate braking” if a brake command was in effect, “brakes applied” if no brake was released and fifty percent pressure was in effect, and “brakes dragging” if a release was commanded and sufficient time had elapsed since the release command to cause all pistons to withdraw, but one or more had failed to do so. “Brakes released” would be reported when no pistons were out of release position.




When “brakes dragging” is reported on an alarm or exception basis, this indication would have to be acted upon in accordance with rules determined by the railroad. As this system requires very little in the way of sending the brake apply and release signals, and communication is only necessary on demand from the car borne electronics to the 11 platforms, it should not be necessary to require anything more substantial than a party-line telephone system from locomotive to individual segments, and with an automatic monitoring sub-system on each segment. Further, communications would always be initiated by the locomotive asking the segments one at a time if exceptions existed. Only if an exception was found would further inquiries be placed, thus communications could be at a low rate without sacrificing response time.




Ramp Car Rail Vehicle For Use With Conventional Rail Cars




The following description is more particularly directed to

FIGS. 41 through 50

wherein an individual ramp car rail vehicle, hereinafter referred to simply as the “ramp car,” generally Corresponding to the ramp platform segment of the integral train segment described above, is particularly configured for use apart from an integral train segment. Rather, the ramp car is designed for use with existing freight cars typically utilized in the rail transport of freight in the form of the semi-trailers discussed above. The ramp car may be supported by a truck at both ends of the vehicle and may also have a coupler at either end for being releasably coupled to other conventional rail cars which may commonly be used to transport such freight. The a ramp car thus has a greater degree of utility due to the compatibility with existing railway freight transportation systems, rather than being limited to use as a component of an integral train segment.




This ramp car can be especially designed for used with conventional railway flat cars,


300


shown in

FIG. 41

, intended for the hauling of highway semi-trailers


303


, and more particularly for such cars which are intended to be used in roll-on roll-off operations. In order to load this type of car


300


, the car


300


would have to be placed next to a fixed ramp


306


, such as shown in

FIG. 42

, or alternatively a movable, e.g., portable ramp


309


would have to be brought up to the car


300


, as shown in FIG.


43


. Throughout this following description the terms “loaded” should be understood to mean both “loaded” and “unloaded,” in reference to loading and unloading the flat cars


300


.




It is well known in the present art that such trailers


303


can be loaded onto the flat cars


300


by (1) pushing the trailer


303


onto the car


300


as shown in

FIG. 44A

, (2) dropping a hook


314


on a specially equipped tractor


312


, hereinafter referred to as the “hostler” tractor


312


, into a pull-up receptacle of a collapsible stanchion


315


, referred to also as a “pull-up hitch;” (3), pulling the hostler tractor


312


forward thus erecting the pull-up hitch


315


, as shown in

FIG. 44B

, (4) maneuvering the hostler tractor


312


out from under the trailer


303


, as shown in

FIG. 44C

, raising the hostler tractor's


312


hydraulic elevating fifth wheel


318


, and using it against the lower front end of the trailer


303


to push the trailer king pin


321


into the lock on the pull-up hitch


315


, as shown in

FIGS. 44D-44E

. This loading scheme, in combination with either the fixed


306


or portable ramp


309


, while relatively expedient, can suffer from several disadvantages. The first disadvantage is the switching required to orient the cars


300


such that trailers


303


are pointed in the proper direction for unloading, and then bringing the rail car


300


to the fixed ramp


306


location or, alternatively, to the terminal operations necessary to move the portable ramp


309


into place on the rail adjacent the end of the rail car


300


for use in loading.




The second disadvantage is the fact that whether the ramp is fixed or portable, the deck height of the ramp must be equal to the full height of the car


300


to be loaded. Furthermore, to avoid undo interference with the rear bumper of the semi-trailer


303


, and the consequent time and labor wasted repositioning the trailer bogie, the length of the loading ramp generally should be roughly 7⅓ to 8 times the deck height. Thus, for a normal deck height of 42 inches, the length of the loading ramp should be about 25 feet.




Moreover, the ramp structure, if made portable, must be arranged to be supported by the rail during loading and even then can have difficulties with overturning because of trailer


303


lateral weight shift. Such overturning with the trailer


303


over three feet off the ground could be dangerous. A fixed ramp


306


solidly embedded in the ground avoids this difficulty but requires that each rail car


300


to be loaded must be brought to the ramp by a switch engine with the crew costs and delay attendant therewith.




For these reasons, it can be desirable to use a portable ramp


309


. Additionally, it would be preferable to greatly reduce the length and height of the portable ramp


309


. This could avoid the necessity to switch each car


300


, or group of cars


300


to a fixed point. Moreover, a ramp considerably smaller than the “full size” 42 inch high, 25 foot long portable ramp


309


would be much easier to move about the terminal and would be much less expensive to build, justifying the use of several such ramps located for short easy movement to the end of a rail car to be loaded. Such a size reduction in the portable ramp


309


can be accomplished by making a ramp car


330


having an end thereof contoured so as to reduce the deck height of such the end from the rails


310


, as shown in FIG.


45


.




Referring to

FIG. 45

, it can be seen that an end


333


of the ramp car


330


can be contoured in such a way that the height of the deck can easily be brought down to, for example, 14 inches above the top of the rails


310


. In such a case, a smaller movable ramp


334


can be used to load the ramp car


330


. This ramp


334


would only have to be about 14 inches high and, therefore, would only need be a little over 8 feet long. Clearly, the closer the end


333


of the ramp car


330


can be brought to the rails


310


, the shorter the ramp


334


need be to permit loading the ramp car


330


. Unfortunately, there can be problems associated with simply contouring the end


333


of the tamp car as shown in FIG.


45


. This is because, for train operation, the rail car coupler


336


, which is preferably provided on the end


333


of the ramp car


330


, can be required to be at a longitudinal centerline height of 34 inches above top of the rail cars


310


. Contouring the deck of the ramp car


330


without addressing the positioning of the coupler


336


would leave the impassable barrier illustrated in FIG.


46


.




Nonetheless, the contoured end


333


of the ramp car


330


can be used to greatly reduce ramp elevation, size and difficulty by either of at least two methods of overcoming the problem illustrated in FIG.


46


. First, a coupler


339


, for example a non standard coupler such as a transit coupler can be mounted on the contoured end


333


of the ramp car


330


as shown in FIG.


47


. Second, if a standard height standard coupler


342


is desired, a pivoting beam arrangement


345


can be used, as shown in FIG.


48


. Each of these designs has advantages; that of

FIG. 47

being extremely simple mechanically, while that of

FIG. 48

could run at any location in any train. In the arrangement of

FIG. 48

, a design is used which allows the top of the coupler


342


be dropped low enough to the surface of the downward sloping contoured end


333


during loading such that no interference with the trailer


303


loading process could occur This arrangement is shown in more detail in

FIG. 49

, which illustrates how the coupler


342


can be housed within a movable part of the ramp car


330


called a draft arm


348


, or movable draft sill. The draft arm


348


can be pivoted about a point


348


near the car body bolster, and arranged in such a way that it can be lowered and bring the top of the coupler


342


at or near the height of the deck of the contoured end


333


of the ramp car


330


. As shown, the draft arm


348


can be pivotably connected to the car body at one end and the have the coupler


342


connected at the opposite end. Pushing and pulling forces exerted on the coupler


342


can be transmitted through the draft arm


348


to the ramp car


330


body. The draft arm


348


can also include conventional draft gear intermediate the coupler


342


connection and the connection of the draft arm


348


to the ramp car


330


.




The contoured end


333


of the ramp car


330


can greatly reduce requirement of the ramp length extending far beyond the end of the ramp car


330


. Consequently, the ramp car


330


can include a provision for hauling a small portable ramp on the contoured end so as to permit unloading at remote terminals without special placement of the ramp car or provision of a separate ramp by ground forces at the receiving terminal. In one presently preferred embodiment, a simple hinged ramp


354


can be designed for attachment to the contoured end


33


of the ramp car


330


, as shown in FIG.


50


. Additionally, an associated control system can be provided so that the ramp


354


can be for operation by a single person, such as by using power assisted ramp and coupler positioning systems, to prepare the ramp car


330


for loading/unloading in minimal time with minimal labor. This configuration also has the merit that the ramp car


330


could thereby facilitate loading at any point where there is a surface essentially level with the top of the rails


310


, such as a level highway crossing, without the need for ramps to be provided at the loading point. Furthermore, any point on a track which has gravel placed level with the top of rails


310


would be sufficient. This can reduce terminal investment to that of a mere parking lot, and would allow the use of the ramp car


330


in situations where no permanent terminal exists, such as, for example, seasonal or one time loads.




Accordingly, a contoured end ramp car


330


can enable the use of a small, low height ramp, such as portable ramp


334


or attached ramp


354


, to provide a roadway which will permit semi-trailers


303


to easily be driven onto the deck of the ramp car


330


from a road surface level with the top of the rails


310


. Moreover, this can be accomplished without modification of the semi-trailer


303


or interference from other parts of the ramp car


330


. A ramp car


330


as described above can further be articulated to provide capacity for multiple trailers


303


as well as used in association with normal rail cars


300


to permit their loading. Thus, such a ramp car


330


having a sloping deck to reduce the height and length that the semi-trailers


303


must climb when negotiating the ramp and the contoured end


333


of the ramp car


330


can be particularly useful where the ramp car


330


is to be used in either an articulated version or to provide a cargo carrying loading device for use with standard rail cars


300


.




In a further embodiment, shown in

FIG. 51

, a ramp car


360


can have contoured, downwardly sloping portions


333


provided at both ends of the ramp car


360


. This particular configuration can be for utilization of the ramp car


360


for ferry service. Similarly to the ramp car


310


with a single contoured portion


333


, the ramp car


360


with contoured portions


333


at both ends can also be used with separate portable ramps; can carry ramps to be positioned when unloading the ramp car


360


; or can have the ramps attached to the contoured ends


333


of the ramp car


360


.




A ramp car


330


according to the invention can further provide a method for loading a train whereby one uncoupling and separation of the train will permit both halves of the split train to be loaded with no movement of ramps or switching of rail cars required by terminal or railroad personnel. This method can be realized by coupling a pair of ramp cars


330


together contoured end


333


-to-contoured end


333


, as shown in FIG.


52


. With the freight carrying cars


300


articulated to opposite ends of the ramp cars


330


, the train can be “split” by decoupling the ramp cars


330


, to permit unloading the freight cars


300


via each ramp car


330


whereby no movement of ramps or switching of cars is required.




Finally, although certain embodiments of the invention have been described in detail, it will be appreciated by those skilled in the art that various modification to those details could be developed in light of the overall teaching of the disclosure. Accordingly, the particular embodiments disclosed herein are intended to be illustrative only and not limiting to the scope of the invention which should be awarded the full breadth of the following claims and any and all embodiments thereof.



Claims
  • 1. A ramp car comprising:a. a platform having a first end and a second end; b. at least one truck supporting each of said first and second ends such that said platform is supported by at least two trucks; c. a coupler at each of said first and second ends; d. at least one of said first and second ends being contoured downward such that said contoured end descends substantially to rails on which said ramp car travels to facilitate loading said platform; and e. said coupler at said contoured end movable between raised and lowered positions.
  • 2. The ramp car of claim 1 further comprising a ramp disposed adjacent said contoured end and said ramp having a height generally corresponding to a height of said contoured end above said rails.
  • 3. The ramp car of claim 2 wherein said ramp further comprises a portable ramp for positioning adjacent said contoured end.
  • 4. The ramp car of claim 2 further comprising said ramp having a first end pivotably connected to said contoured end and a second end movable between raised and lowered positions.
  • 5. The ramp car of claim 1 further comprising a ramp connected to said contoured end, said ramp movable between raised and lowered positions.
  • 6. The ramp car of claim 5 further comprising said coupler movable to said lowered position when said ramp is moved to said lowered position and said coupler movable to said raised position when said ramp is moved to said raised position.
RELATED APPLICATIONS

This application claims priority to U.S. Provisional Patent Application Ser. No. 60/340,279, filed Dec. 14, 2001, and is a continuation-in-part application of copending U.S. patent application Ser. No. 09/255,204, filed Feb. 22, 1999, which is based upon U.S. Provisional Patent Application Ser. No. 60/075,579, filed Feb. 23, 1998.

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4456413 Pavlick Jun 1984 A
4652057 Engle et al. Mar 1987 A
4686907 Woollam Aug 1987 A
4718351 Engle Jan 1988 A
4718800 Engle Jan 1988 A
4750431 Yates et al. Jun 1988 A
4805539 Ferris et al. Feb 1989 A
4973206 Engle Nov 1990 A
5020445 Adams, Jr. Jun 1991 A
5036774 Curtis et al. Aug 1991 A
5207161 Pileggi et al. May 1993 A
5216956 Adams, Jr. Jun 1993 A
5222443 Engle Jun 1993 A
5246081 Engle Sep 1993 A
5249532 Perrot Oct 1993 A
5564341 Martin Oct 1996 A
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6394734 Landoll et al. May 2002 B1
Provisional Applications (2)
Number Date Country
60/340279 Dec 2001 US
60/075579 Feb 1998 US
Continuation in Parts (1)
Number Date Country
Parent 09/255204 Feb 1999 US
Child 10/243011 US