Rail cars for intermodal train

RELATED APPLICATIONS

This application is an continuation application of co-pending U.S. patent application Ser. No. 09/255,204, filed Feb. 22, 1999.

BACKGROUND

The present invention relates generally to rail cars for an integral/semi-integral intermodal train employing a segmented roll-on/roll-off system. More particularly, the rail cars can be connected together to form segments of an integral train for carrying freight, such as semi-trailers, wherein each train segment has an integrated arrangement composed of different types of rail car platforms, including an adapter platform, intermediate platforms and a loading ramp platform.

SUMMARY

Adapter, intermediate and ramp platform rail car platforms are provided for forming an intermodal train, is provided for carrying standard over-the-highway semi-trailers. The intermodal train can have a standard locomotive pulling one or more identical train segments. Each 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.

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. 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 conventional carbody bolster and centerplate 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 carded in an elevating draft gear. The second configuration involves using a simple rapid transit type coupler carried well below the normal 34½ inch height.

Several sub-systems intended to speed performance and enhance reliability can be provided on each segment. These are the “Electronic Assisted Air Brake,” “Health Monitoring” and “Trailer Tie-Down” subsystems. A “Locomotive Interface Unit” subsystem is also required if former subsystems are to be used to best effectiveness.

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.

FIG. 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.

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

are connected by articulated joints so as to eliminate longitudinal slack and reduce costs, but 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. 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 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 an elevating draft gear

49

, similar in concept to the retractable couplers used on passenger train locomotives through the 1950's. The other 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

110

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

.

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 of the slack-free nature of the segment

40

and is particularly important when coupling to a locomotive or conventional equipment, as the long articulated train structure would otherwise act 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 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. 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 bolsterless 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 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 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 a retractable coupler is preferably used.

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