US3250232A

US3250232A - Cushioned rack assembly

Info

Publication number: US3250232A
Application number: US329636A
Authority: US
Inventors: Herman A Aquino; Barry E Dupre; Ralph W Fread; Sr Roy W Miller
Original assignee: Pullman Inc
Current assignee: Pullman Standard Inc; Pullman Inc
Priority date: 1963-12-11
Filing date: 1963-12-11
Publication date: 1966-05-10
Anticipated expiration: 1983-05-10

Description

May 10, 1966 H. A. AQUINO ETAL 3,250,232

CUSHIONED RACK ASSEMBLY Filed Dec. ll, 1963 7 Sheets-Sheet l :NVENTORS E HERMA/v AAQU//vo BARRYE. DUPHE N RALPH W FREAD Roy w. Mluff?.

i-LLJE.

May 10, 1966 H. A. AQUINO ETAL 3,250,232

CUSHIONED RACK ASSEMBLY Filed Dec. 11, 196s 7 sheets-sheet 2 INVENTORS.

HERMA/VA. AOU/IVO BRRYE. DUPRE RALPH W FRED ROY WM/LLER,$R.

WMff/ Z May 10, 1966 H. A. AQUINO ETAL 3,250,232

CUSHIONED RACK ASSEMBLY Filed Deo. l1, 1963 7 Sheets-Sheet 5 /m lNvENToRs.

HERMA /v A. A ouf/v0 V BARR YE. DURRE um RALPH w FREAD a Royw. M/LLERSR.

H. A. AQUINO ETAL CUSHIONED RACK ASSEMBLY May 10, 1966 7 Sheets-Sheet 4 Filed Dec. l1, 1965 55 INVENTORS.

May 10, 1966 H. A. AQUINO ETAL CUSHIONED RACK ASSEMBLY 7 Sheets-Sheet 5 Filed Dec. ll, 1965 w D u WOMM MAPR EAUF v o IAYH MRP ERM HMH BY RUYWM/LLER, SR

Q EFE 5.

May 10, 1966 H. A. AQUINO ETAL 3,250,232

CUSHIONED RACK ASSEMBLY '7 Sheets-Sheet 6 Filed Dec. ll, 1963 0 5 S R N M m w# m APMM f w AWFM *H f Mwm Mv/H RRPW EN@ HERR May 10, 1966 H. A. AQUINO ETAL 3,250,232

CUSHIONED RACK ASSEMBLY Filed Deo. ll, 1963 '7 Sheets-Sheet 7 I N VENTGRS. HE RMA N A @Ul/V0 BA PRY E. DUPRE R LPH WFRED ROY W MILLER, Si?.

United States Patent O 3,250,232 CUSHIONED RACK ASSEMBLY Herman A. Aquino, Lisle, and Barry E. Dupr, Lansing,

Ill., and Ralph W. Fread, Hammond, and Roy W. Miller, Sr., Highland, Ind., assignors to Pullman Incorporated, Chicago, Ill., a corporation of Delaware Filed Dec. 11, 1963, Ser. No. 329,636 9 Claims. (Cl. 16S- 368) This invention relates generally to railway vehicles, and more specifically, to railway cars which may be used in piggyback lading operations. The instant invention employs a unique framework which enables various forms f piggyback lading to be carried in a cushioned manner. Suitable means is provided to support the various shapes and forms of piggyback type lading, with each type of support being disposed and arranged so as to not interfere with loading and unloading of other forms, or impair the cushioned movement during transit.

Piggyback type hauling has received widespread acceptance in the transportation industry, however, car manufacturers are ever striving to improve the techniques of piggyback hauling so as to permit the fullest use of the railway car constructed for such operation. In this connection, development within the art has provided the industry with railway cars adapted to haul vehicles, and other cars adapted to haul containers which are removed by gantry cranes, fork lift trucks or the like. Cars constructed according to these principals are of limited application and therefore cannot be used to the fullest extent. AIt has been the objective of the industry to develop acar capable of transporting goods in a cushioned manner which would accommodate any and all forms of piggyback lading without requiring special forms of lading supporting apparatus for each application which often- 1ment of the objectives noted and employs a cushioned framework shiftingly carried by a railway car. The framework is particularly adapted for hauling a wide range -of piggyback types of lading including containers, wheeled vehicles, trailers and the like. Special mounting means is attached to the car to support diverse forms of piggyback lading, with each of these supports being uniquely arranged and mounted so as to not interfere with the loading, unloading or cushioned movement of other forms of lading which may be transported simultaneously by the same car. The supports are connected to the longitudinally cushioned frame thereby reducing the total amount of impact felt by the lading during transportation and switching operations, and thus making the car suitable to haul more fragile types of lading.

In the present invention, suitable means is provided to support a container centrally of both ends as well as at all four corners. The corner supports minimize any possibilities of lading shift or wobble while evenly distributing the loading forces transversely of the car for good cushioning movement. The corner supports are pivotably mounted so they may quickly and conveniently be stored in a manner so as to not interfere with the loading, hauling or unloading of other types of lading, particularly those belonging in the vehicle class.

Under the foregoing circumstances the cushion rack assembly of the instant invention answers a long felt need of the railway industry, and accordingly it is a principal object o'f this invention to provide a new and improved railway car for piggyback types of lading, employing a cushion means to absorb and dampen impact felt by the railway car.

It is a further object of this invention to provide a railway car having a cushion rack assembly mounted thereon which is provided with various types of supports to accomice modate a wide range of diverse types of piggyback lading.

It is a further object of this invention to provide a railway car adapted to be used in piggyback lading operations which is exceedingly flexible in the types of lading that may be carried.

It is a further object of this invention to provide a novel rack assembly floatingly mounted on a railway car, with the rack assembly provided with supportmeans to accommodate various forms of piggyback la'ding, and further with each of the support means constructed and arranged in a manner so as not to interfere with loading, unloading or transporting of other forms of lading.

It is a further object of this invention to provide a unique cushioned rack assembly for a railway car including a plurality of ramps aixed thereto with each of the ramps being provided with a folding post-like support assembly which forms a part of the ramp surface when pivoted to the inoperative position.

It is a further object of this invention to provide a novel shear beam assembly for use in conjunction with the post-like supports in the transporting of containers, with the shear beam assembly being positioned and fastened in a manner so as to take a longitudinal and vertical loading of the container.

Other objects of the invention'will become apparent when reference is made to the accompanying description and drawings, wherein:

PIG. 1 is a broken perspective view of a railway vehicle having a cushioned rack assembly of the instant invention thereon;

FIG. 2A is a fragmentary plan view of one half of the carof FIG. 1;

FIG. 2B is a fragmentary plan view of the other half of the car of FIG. 1;

FIG. 3 is an enlarged fragmentary perspective view of the central portion of the rack and associated ramps with the container posts in the up position;

FIG. 4 is a plan view of the construction shown in FIG. 3 with the supporting framework beneath the ramps and platform illustrated in dotted lines;

FIG. 5 is a side elevational view partly in section of the rack and associated ramps of FIG. 3;

FIG. 6 is a fragmentary end view taken along the lines 6-6 of FIG. 5;

FIG. 7 is an enlarged fragmentary perspective View of the central portion of the rack assembly employing a modified form of support and shear beam;

FIG. 8 is the construction shown in FIG. 7 with the support and shear beam in the folded down position;

FIG. 9 is a cross .sectional view taken along the lines 9 9 of FIG. 7;

FIG. 10 is an enlarged cross sectional view taken along the lines lllof FIG. 6 with a fragmentary por-tion of the container shown in phantom to illustrate the co-operation of the locking pin therewith;

FIG. 11 is a View similar to FIG. 10 with the lock-ing pin backed olf and the container removed; and

FIG. 12 is a schematic view illustration of the use of the cushion rack assembly of the present invention in accommodating diverse forms of lading on the same car.

In FIG. 1 the railway car 10 employs an underframe structure such as that disclosed in the copending application of Gutridge et al., Serial No. 89,827, filed on Feburary i6, 1961. The underframe supports a generally flat open deck car body structure indicated at 11 having low side portions 12 and 13 at the side marginal edges thereof. It is contemplated that the usual bridge plates will be provided at diagonal ends of the car to facilitate driving vehicles from one car to the next, however, in the present drawings are omitted to more clearly illustrate the detailed construction of the instant invention.

A cushion rack assembly indicated generally at 14 is received in overlying longitudinal relationship to the deck 13, and includes a pair of longitudinal rail members and 16 which are uniformly positioned on opposite sides of the car center line but spaced from the side marginal edges 12 and 13. The

rail members

15 and 16 may be of I or U shape cross sectional construction, and in the preferred embodiment comprises a pair of channel shaped rail forming members with the web portion disposed so as to be outwardly facing. The outer portion of the web of the

rail members

15 and 16 and the side marginal edges or side sills '12 and 13 together with the deck portion or floor 11 define a pair of spaced wheel track areas 17 and 18, which -are of ample width to accommodate the dual wheels of trucks, trailers and like vehicels in a manner to be described more completely hereinafter.

A two-way cushion assembly 19 is interposed between the rack and the deck 11 in a manner to allow longitudinal shifting of the

rail members

15 and 16 and the structure associated therewith in both directions in a manner which will be more completely described hereinafter.

The cushion rack assembly 14 further includes container end support assemblies shown generally at 20, 21, 22 and 23 for co-operating with container ends in a manner to become apparent. Adjacent the edges of the

rail members

15 and 16, a pair of end ramp assemblies indicated generally at 24 and 25 are provided, and a center ramp assembly, indicated generally at 26, is provided midway between the

end ramp assemblies

24 and 25 with the particular detail of the construction to be described hereinafter. n

` The broken Views of FIGS. 2A and 2B graphically illustrate the overall relationship of the center and

end ramp assemblies

24, 25 and 26 respectively with respect to the

rail members

15 and 16. A pair of fth wheel stands 2.7 and 28 are disposed between the

rail members

15 and 16 being attached thereto so as to move longitudinally therewith while in supporting relation with a trailer. As illustrated, the fifth wheel stands 27 and 2S are in the down or inoperative position with suitable means of any known type being provided to allow the fifth wheel stand to be raised to the appropriate level to support the fifth Wheel assembly of a trailer. The generous spacingbetween the

lrail members

15 and 16 allows the use of a fifth wheel stand having a trailer vfifth wheel supporting portion of substantial area so as to reduce the total force per unit area under loaded conditions. In this respect, one specific form which may be used is that which is completely described in the copending application alluded lto above.

=In order to join the

rail members

15 and 16 so that they, will be uniformly spaced and slide in unison, a

' series of

transverse braces

29, 30 and 31 are pro'vided,

being joined at the tops of the rails to maintain the web portions vertically disposed and the lower flange portions positioned over an antifriction means interposed between the lower flange and the deck 11. Any suitable form of antifriction means will suice, with that shown and described in the copending application mentioned hereinbefore being particularly suitable.

The cushioning means 19 illustrated in the plan view of FIG. 2B is disposed between a pair of inner rail members `32 and 33 positioned inwardly of the outer rail members 15 and 1-6 and affixed thereto. Each of the rail members-32 and 3-3 is rattached to the associated

rail member

15 or 16 by bolts, rivets, Welding or the like, and the inward side of each is provided with movable cushion abutment blocks 34, 35, 36 and 3-7 attached to the inner rail members 32 and 3-3. A fixed central cushion abutment block 38 is positioned between the movable abutment blocks and 37 with the former being attached to the car deck and/or underframe. At the opposite end of the cushioning means 19, a similar fixed cushion abutment block 39 is provided in abutting engagement with the opposite end of the cushioning means 19. On longitudinal shifting of the cushion rack assembly, the abutment blocks carried by the

rail members

32 and 33 will serve to compress the cushion with the end of the cushion opposite the direction of movement beingresisted by the central abutment member which is aiiixed to the car deck and/or frame. It can be thus seen that the cushion means will operate in both direction-s to cushion the longitudinal travel of the cushion rack assembly. lIt is to be understood that any suitable form of cushioning means lmay be used, with the one shown and described in the copending application mentioned hereinbefore being preferred.

IIn order to effect a complete understanding of the refinements of the present inventionyeach of the parts of the cushion rack assembly described broadly in conjunction with FIGS. l and 2 will now be described in detail. The enlarged view of FIG. 3 illustrates the central ramp assembly 26 and the associated surrounding structure with portions of the Wheel tracks 1,7 and 18 and the fiat deck 11 shown fragmentarily. The container end support assemblies 21 and 22 briefly alluded to in the description of FIG. 1 are more clearly shown in FIG. 3 with each including a pair of

channel members

40 and 41 having the web portion thereof vertically coextensive with the web portion of the associated

rail members

15 and 16. The lower flange portion of the channel members 40`- and 41, is affixed to the top flange of the

rail members

15 and 16 by any suitable means such as bolts, rivets, welding or the equivalent. The channel suports 40l and 41 serve to support the central end portion of a container preferably engaging the end sill or underframe portion thereof. The end portions of the channel supports l40` and 41 are received in mutual abutment with the associated transverse brace4 member 30 to lend strength thereto in a transverse and longitudinal direction. The container end support assemblies at the ends of the car are constructed like the container end support assembly 21, .and in the interest of brevity will not be described in detail.

A shear beam assembly indicated generally at 42 is associated with the container end support assembly 21l and includes Afirst and

second leg members

43 and 44 which are pivotably mounted on the inside portion of

rail members

15 and 16. The upper end portions of the

leg members

43 and 44 are joined by a transverse shear beam member 45 to complete the movable portion of the shear beam assembly 42. It is to be understood that the

leg portions

43 and 44 will be in abutting engagement with the cross flange portion 46 of the beam member 36 when the shear beam is in the raised position to limit the pivoting movement thereof to the vertical position shown. `When the shear beam -assembly 42 is not in use, it may be lowered between the

rail members

15 and 16 in the manner illustrated in FIG. l being disposed below the level thereof so as to not interfere with loading, positioning or unloading of forms o f lading not requiring the shear beams. In general, the shear beam assembly serves to prevent any longitudinal movement of lcontainers with respect to the cushion rack assembly while transferring inertia forces to vthe cushion rack assembly in a manner to be described.

As is .evident in the plan View lof FIGS. 2A and 2B, additional shear beam assemblies `are provided at each of the center end supports, being indicated generally at 47 adjacent the center end support assembly 23, and also at 48 adjacent the center yen d support 20. In addition, a shear beam assembly 49 is provided `on the opposite side of the transverse beam 30 -being disposed between center end supports 50 and 51 which form the center end support assembly indicated generally at 21 in F'iG. l.

The center ramp assembly shown generally at 26 includes a pair of side ramps 52 and 53 disposed outwardly of the rail members k15 and 16 respectively, with the outer marginal edges of each of the Vramp assemblies being within the side marginal edges 12 and 13 of the railway car so as to allow relative movement therebe` tween. Each of the

ramps

52 and 53 are or" like construction and accordingly description willrbe limited to the side ramp 53, it being understood that ramp 52 is of like construction.

The side ramp 53 includes a pair of inclines 54 and 55 which have the lower end portions slightly spaced from the wheel track 18 to allow relative movement therebetween. The

incline portions

54 and 55 extend upwardly to merge with a central horizontally disposed platform 56. The lforizontal platform 56 and

incline portions

54 and 55 are attached to the rail member 16 so as to move in unison therewith during longitudinal shifting of the rack assembly with respect to the car. The cushion rack assembly may be maintained in position over the antifriction pads 58 by means of a guiding clamp 59 or any other suitable means hooked over the lower tange of the rail members and 16. Obviously, two such clamps could be used on the inner and outer portions of the lower auge if it is desirable to use a pair of rail members of I or H construction.

The raised horizontally disposed platform 56 of the ramp assembly 53 is provided with a pair of openings 6l) and 61 which are of generally rectangular configuration and provided with suitable internal supporting side wall portions. A pair of post-like supports 62 and 63 are hinged in the bottom of each of the

rectangular openings

60 and 61 to permit pivoting movement of the postlike supports 62 and 63 from the flush position shown in FIG. l, to the upstanding position illustrated in FIG. 3. Since each of the post-like support members 62 and 63 are of identical construction, description will be limited to the post-like support member 62 in the interest of brevity.

The post-like support member 62 has an outwardly facing plate 64, which in the folded position forms a part of the surface of the raised platform 56. An additional plate 65 is spaced from plate 64 and along with a pair of plates forms a box-like member having a container supporting platform 66 at the' top thereof. Suitable means, such as a locking assembly 67, serves to lock the container to the supporting platform 66 to prevent vertical movement during impacting of the car. The particular detailed construction of the locking assembly will be described hereinafter in conjunction with FIGS. l0 and l1.

A brace member 68 is hingedly connected to the postlike support member as at 69, with the opposite end being disposed in a track member 70 having a pocket 71 at the outer end disposed below the level of the track portion 70. As the support post 62 is moved to the raised position, the brace member 68 slides in the track 70, and as the post reaches the vertical position, the end of the brace member 68 drops into the pocket 71 to maintain the post in the upright position. Each of the postlike support members is provided with a similar brace construction to maintain the post in the upright position during loading and unloading of containers with each being easily folded dat to prepare the car for vehicles.

It is contemplated that lateral thrust in the outward direction will be resisted by hinges on the post being so disposed that the lower portion thereof will be in abutment with the platform 56 which also serves to limit the angular swing of the post-like support member to the vertical position shown. In order to lower the post member, the supporting brace 68 may be raised out of the pocket 71, and the post 62 may be lowered into the rectangular opening 60 placing the outwardly facing surface 64 coextensive with the raised platform 56 to form a continuous tire track over the ramp. The ramp assembly 52 is provided with post members shown at 72 and 73 of like construction with each having a container supporting platform 74 and 75 respectively.

CFI

The method and manner in which the container is supported by the post and container end supports during transit so as to allow shifting of the container with the rack assembly under impact conditions will be fully described hereinafter. As previously noted, the

side ramp assemblies

52 and 53 are joined to the

rail members

15 and 16 to provide a movable support at the outer corners of the container. Suitable antifriction means is positioned beneath the

ramp assemblies

52 and 53 to snpport the load carried by the post-like support members during shifting, as well as serving to evenly distribute the load of the container uniformly across the car.

The details of the center ramp assembly construction will be more clearly seen in the views of FIGS. 4-6. A plurality of antifriction means in the form of

outer rollers

80, 81 and 82 are provided along the outer marginal edges of each of the

side ramp assemblies

52 and 53, for rolling support of the outboard portion of the ramps over the4 upper surface of the deck 11. Disposed on the inboard side of the

ramp assemblies

52 and 53 are a pair of inner rollers 83 and 84 which are supported by the associated

rack members

15 and 16 respectively to assume the vertical load forces transferred from the side ramp assemblies to the rail members, preventing bending or bowing of the same which would impair the cushioning movement of the rack assembly. The roller construction provides a supporting function independent of the

rail members

15 and 16 for excellent distribution of the vertical load forces applied to the top of the post-like support members when they are folded out of the side ramp assemblies.

- In order to transmit the load forces to the rollers and provide sufficient strength to accommodate loaded vehicles, suitable bracing must be provided within the ramp assembly. A series of longitudinal wedge shaped brace members 85, 86 and 8'7 are provided under each of the

incline portions

54 and 55, extending from the lower portion of the incline to the junction between the incline portions 54 and 5S and the platform 56. Transverse bracing is provided between each of the wedge shaped brace members in the manner shown at 88. The central platform construction is braced by a series of transversely disposed

I beam members

89, 90, 91 and 92 which are fastened to the appropriate

guide rail members

15 and 16 for each of the

side ramp assemblies

52 and 53, so that any movement of either will cause the

side ramp assemblies

52 and 53 to move freely with the

rail members

15 and 16 while supporting vertical load forces independently thereof and vice versa. Longitudinal bracing 93 and 94 is provided between the transverse braces 89-92 with the outboard brace 94 terminating at the pocket-like openings and 61. At the bottom of each of the

openings

60 and 61, a

bar

96 and 97 respectively, extends between the bottom portions of the

transverse brace members

89 and 90, and 91 and 92 respectively, to limit the angular swing of the post-like lsupport members when they are folded downwardly to accommodate vehicles driven across the ramp assemblies.

It is to be appreciated that Athe side ramp assemblies formed in the above manner are of suiciently rugged construction to endure the dynamic forces encountered as the cushion rack assembly moves in response to impacts applied to the car, as well as the loads applied as tractortrailerassemblies are driven thereover.

The manner in which the shear beam assemblies are attached to the cushion rack is more clearly seen in FIGS. 4-6, wherein a transverse beam member 100 extends between the

rail members

15 and 16, with the web portion thereof being disposed generally parallel to the deck portion 11. On opposite sides of 4the transverse beam 100,

hinge assemblies

101 and 102 join the shear beam to the lower portion of the

rack

15 and 16. As seen in FIG. 5 when the shear beam assembly is moved to the upright position, 'being pivoted about

hinges

101 and 102, the

support members

43 and 44 are in abutting reported thereby.

lation to the flanges ofthe transverse beam 30 which is positioned above the hinge carrying beam i). The manner in which the

hinges

101 and 102 are disposed permit the shear beam assembly to be folded between the rails so as to be disposed below the top surface thereof. This is particularly important in those situations wherein vehicles are to be carried and axle clearance must be provided so as to not impede the freedom of movement along the deck of the car.

The

end ramp constructions

24 and 25 are similar to the form described in connection with the center ramp assembly 26, however the

end ramp assemblies

24 and 25 have a horizontally disposed platform portion which is only about one-half the longitudinal length of the platform 56 of the center ramp assembly. It is -obvious that only one post-like support member need be provided on each side of the

end ramp assemblies

24 and 25, since only one corner of a container would need to be sup- In a similar manner only one set of center end supports are provided, together with a single shear beam assembly in each of the end ramp assemblies for like reasons. The shear beam assemblies 43 and 47 co-operate with the

transverse brace members

29 and 31 to resist longitudinal forces in the same manner shear beams 42 and 49 co-operate with central transverse brace 30.

FIGS. 749 illustrate a modied form of shear and support beam construction which will be described in connection with the center ramp assembly shown, it being understood that the side ramp portions shown fragmentarily are of the form shown and described in connection with FIGS. 3-6. The rail members are indicated at and 16 and have a box-like beam 110 extending there-between. A pair of center end supports 111 and 112 are provided on top of the

rail members

15 and 16 with the end portions in mutual abutment with'the boxlike -beam 110. In a like manner, center end supports 113 and 114 are provided on the opposite side of the box beam 11() for supporting lading on the other half of the car.

The center end supports terminate adjacent the incline portion of the ramp assembly as was the case in connection with the embodiment of FIGS. 3-9, however it is to be understood that continuous supports may be provided, being hinged to the inside of the rail members and extending the entire length of the

rail members

15 and 16 between the ends of co-operating center end supports. It is contemplated that the hinge structure would permit the continuous supports to be folded inwardly, into the space between the rail members 15' and 16 t-o provide the proper axle clearance for vehicles driven or pulled across the bed of the car. In hauling containers however, the rail members are folded to the upright position so as to provide an upwardly facing continuous surface coextensive with the top portion of the center end supports 111 and '112, and corresponding supports in the embodiment of FIGS. 3-9.

When the railway `car 10 is used to haul containers, suita'ble means frnust be provided to prevent longitudinal shifting thereof with respect to the cushion rack assembly under impact conditions. The modified shear land support beam vconstruction indicated at 1115, serves this function' having a flat surface 116 which overlies the box beam 110 with the upper surface being lcoextensive with the center end supports 111 and i112 and the supporting pad on the associated post-like supports in the side ramps. An upwardly projecting ilange portion or force loading surface 117 provides an abutment for the en-d sill of the container and coeoperates with a like shear and support beam construction carried 4by the end ramp assembly to limit the longitudinal shifting of the container as it rests in vertically loading relation on the center end supports and the post-like support members. This relationship will become more apparent hereinafter when the description of FIG. 12 is given.

The shear and support beam assembly y11S is hinged at 11S and l1119 so that it may be folded downwardly between the

rail members

15 and 16 in the manner illustra-ted in FIG. 8. In this position, the side ramps provide sufficient axle `clearance to enable loaded vehicles to be driven across the deck 11' of the car.

FIGS. 10 and 11 are enlarged'fragmentary sectional views of the container locking means carried by the postlike support members, with the pin in the locked position in FIG. 10 and moved to the unlocked position in FIG. l1. A container 4looking pin .120, having afybeveled end portion 121, is shown in FIG.- 10 projecting into a suitable locking recess 122 in the fragmentary portion of the container shown in phantom at 123. The container 123 may `be of any suitable box-like design and is shown only for the purpose to show the co-operati-ve engagement of the locking pin -means therewith.

In the locked position a transverse key pin 124 is located between key plates 125 in a vertical w-all portion `12rd of the guide surface 162, and with the operating handle 67 in the vertical or downward position. The key plates 12-5 are provided with upper and lower key receiving grooves 127 and 128 which allow passage of the key 124 therethrough when the handle is properly oriented, or in the present case disposed in a horizontal positi-on. In the position shown, the locking pin cannot be withdrawn rearwardly of the key plates by reason of abutment o-f the key pin 124 with the key plates 125. Thus, the container or `lading is ifixedly attached to the top of the postlike support member `and extends therefrom into vertical load supported engagement with the to'p surface of the appropriate end support members. The locking arrangement design is such that operational shock will not result in Ithe inadvertent unlocking of the container 46, the operating handle being of suiiicient weight to hold the locking pin 124 in the position illustrated in FIG. 10. Vertical loads from impacting are resisted by the locking pin and the supporting structure therefor.

As seen in FIG. 1l, the key pin124 is disposed between a vertical wall portion 129 of the locking pin housing 130 'and the key plates .125. This is brought about by lifting the operating handle 67 through a 90 arc so that it is substantially horizontally disposed whereby the transverse key pin 124 is placed in alignment with the oppositely positioned slots 127 and 128 in the key plates 12S. The operating handle 67 is then drawn rearwardly away from the associated po-st-like support member, resulting in the withdrawal of the locking pin 1-24 through the looking plates 125 to an extent that the transverse key pin 124 is eventually located in the position shown between the vertical wall portion 129 and the key plates '125. The transverse key pin 124 prevents complete withdrawal of the llocking pin since it abuts the vertical wall portion 129. At this point, the operator is informed of the position of the locking pin by the abutment of the key pin 1=2f4 with the wall portion, and the operating handle may then be released and permitted to move under the iniiuerrce of gravity to the downwardly position shown, resulting in the location of the transverse key pin 124 in a horizontal position at right angles to the aligned key slots 127 and 128. Under these circumstances, -the beveled end portion 121 of the locking pin 120 is withdrawn through the vertical wall portion 126 so as to Iclear the recess 122 to allow removal or placing of containers thereon.

Referring now to `FIG. 12, the car 10 is schematically shown under fully laded conditions having lading units including a container 130 and high-way trailer 1-31, on opposite ends thereof. The lading units may be loaded in any order, depending on the lading conditions of'adjacent cars when the trailer 131 is to be driven to the position shown.

Assuming the trailer is loaded first, being dra-wn into the position shown from the left to right hand portion of the car 10, the support posts, shear beams and fifth wheel stands are moved to the down position as illusassunse trated in FIG. l. The trailer is pulled across the deck by means of a tractor (not shown) into the position shown, at which time the `fifth wheel stand is raised, engaging the draw pin on the trailer and locking the same thereto. Throughout movement across the car, the ramp assemblies have provided sutlicient lift for the wheels of the tractor and trailer assembly to allow the axle portions thereof to clear the center end supports. The side portions 12 and 13 serve to guide the wheels throughout movement thereof preclud-ing any possibility of them moving out of the wheel track areas provided.

With the trailer properly positioned, the post-'like support members 132 and 133 and the counterparts on the opposite side of the car (not shown) are raised to the position shown and the locking pin backed off to clear the associated support pad on each in the -manner heretofore described. The shear beams 43 and 4-9 are raised to the position shown in FIGS. 3 and 12. A gantry crane, or the like places the container on the car in the manner shown and the locking pins moved to the locked position. If any clearance exists between the end sill of the container and the vertically disposed force loading surface on the shear beams, suitable shims or wedges may be inserted, and the car is now laded for travel. The simplicity of loading cannot be overstressed, since all the required apparatus to attach the lading is carried integral with the cushion rack assembly, preventing -any loss therev of as was the case with some prior art prototypes which required Iremovable support means.

During transit, cars are impacted frequently in buff and draft with the obvious undesirable damage to lading if no cushion means is provided. In the present invention, such shocks will 'be dissipated through the cushion movement of the cushioned rack assembly which allows the lading to shift relative to the car in a manner well known to cushioned arrangements.

The post-like supports, under impacts, move with the rack assembly providing excellent vertical support at the marginal corners in the region of the end walls of the container with such forces being supported by the antifriction means in the side ramp assemblies, while the center end supports share the total vertical load of the container. All longitudinal movement of the container relative to the cushion rack assembly is resisted largely by the shear beams which transfer inertia forces directly to the rack and cushions means, while the inertia forces of the trailer are transmitted to the cushioned rack through the fth wheel stand, causing the trailer to roll slightly about its rear wheels under impact conditions. After the forces of shock have been dissipated, the springs restore the cushion and the rack to a neutral position. Unloading of the lading is accomplished by a reversal of the order of the loading sequence, with the time required reduced to a minimum due to the novel construction of the lading supports on the cushion rack assembly.

In view of the foregoing it can be concluded that the cushion rack assembly described permits expedient loading and unloading of a variety of piggyback types of lading. Due to the unique construction of the car it is not limited to one particular form of piggyback lading and therefore is extremely versatile and liexible in the wide applications in which it may be used. The simplicity of the cushion rack assembly permits standardized materials to be used, lending economy to its fabrication while providing a sutliciently rugged assembly to endure years of service. v

Obviously, certain modifications and variations in the invention as hereinbefore set forth may be made without departing from the spirit and scope thereof, and therefore only such limitations should be imposed as are indicated in the appended claims.

We claim:

1. A railway car adapted for use in piggyback lading operation and having a flat deck portion extending between transversely spaced side sills, a cushion rack assembly mounted on said flat deck portion centrally therei of and extending longitudinally thereof, Icushioning means interposed between the rack assembly and deck portion for providing cushioned travel of said rack with respect to said deck, said rack including transversely spa-ced and longitudinally extending rail-like members, said rail-like members being spaced inwardly of said respective side sills to define transversely spaced wheel track areas over which the wheels of wheeled vehicles are adapted to travel, means coniining said rack to said deck for limited longitudinal movement therebetween, lading support means connected to said rack at lengthwise spaced points, said lading support means including a plurality of side ramps disposed outwardly of said rails into said wheel track areas and being connected to said rails, said side ramps having transitional surfaces disposed at a level above the top of said deck, and post-like supports pivotally mounted on said ramps for pivotal movement into a vertical load supporting relationship to said deck when in the operative position and foldable downwardly into said ramps to an inoperative horizontal position to provide a substantially coextensive surface with the remainder of said ramp,

2. The railroad car of claim 1 wherein a shear beam extends transversely between said rails for transverse abutment with a container, said shear beam being hingedly mounted on said rack so as to fold downwardly between and below the level of said rails.

3. A railway car adapted for use in piggyback lading operation, said car having longitudinally extending side sills and a generally flat deck fixed therebetween, a pair of longitudinally extending and transversely spaced rails disposed on opposite sides of the longitudinal center line of the car inwardly of said side sills, said rails overlying said deck and defining with said side sills transversely spaced wheel track areas, cushioning means interposed between said rails and said car for cushioned travel of said rails, a plurality of ramp means fixed to and disposed outwardly of said rails and into said transversely spaced wheel track areas, said ramp means including transitional spaced Wheel support surfaces for raising the level of the wheel track areas above said liat deck, said ramp means each being provided with one lading support post having a load bearing surface, said post being pivotally connected to said ramp for movement between an operative opstanding position projecting above said rails and a folded position nested within said ramp, said post further having a planar surface disposed on one side thereof to provide a wheel support surface substantially coextensive with the wheel support surface of said ramp when said post is in the folded position.

4. The railway car of claim 3 including shear beam means hingedly connected to said rails and having a transversely disposed force loading surface thereon, said force loading surface being swingable to a vertical position into a plane substantially co-planar with the load bearing surface of Said lading support post.

5. The railway car of claim 3 wherein said shear beam means includes an upwardly facing lading supporting surface lying in a horizontal plane substantially co-planar with the plane of the load bearing surfaces of the lading support posts.

6. A railway car having a substantially liat deck portion extending between transversely spaced side sills and adapted for use in a piggyback lading operation, a cushion rack assembly slidably mounted on said open deck portion and extending longitudinally thereof, cushion means interposed between said rack and said deck, said rack including a pair of transversely spaced and longitudinally extending rail-like members disposed on opposite sides of the center line of said car inwardly of said side sills and defining therewith transversely spaced wheel track areas, a series of transverse braces extending between and holding said rail-like members in spaced relationship, a first pair of ramps connected to each of said rail-like members at one end thereof, and a second pair of ramps connected to each of said rail-like members at the opposite ends thereof, a third pair of ramps connected to said rail-like members intermediate said first and second pair of ramps, lading support means connected to each of said ramps, said first, second and third pairs of ramps each having transitional surfaces extending into said wheel track areas for raising said areas above said deck level, said lading support means each including a support post hinged at its base in the associated ramp for movement between a generally upstanding position and a folded position nested within said associated ramp, said support post having in its operative upstanding position a load bearing surface for supporting a container thereon and in its inoperative folded position having a generally flat portion parallel to the hinged portion so as to form a portion of said ramp when said support post is folded thereinto, and anti-friction means interposed between said deck and each of said ramps to permit longitudinal shifting of said ramp with said rail-like members.

7. The railway car of claim 6 wherein a pair of shear beams are carried by said rail-like members adjacent said third ramp, and third and fourth shear beams are carried at each end of said rail-like members adjacent said first and second ramps, each of said shear beams having a vertically extending force loading surface adapted to engage an end portion of a container.

8. The railway car of claim 7 'wherein each of said shear beams is pivotably connected to said rail-like members to permit said shear beams to be folded downwardly therebetween.

9. The railway car of `claim 7 wherein a secondl pair of rails is carried on the top of said rst pair of rails, said second pair of rails being of substantially the same elevation as a support pad carried by each of said sup# port posts.

References Cited by the Examiner UNITED STATES PATENTS ARTHUR L. LA POINT, Primary Examiner.

MILTON BUCHLER, Examiner. D. E. HOFFMAN, Assistant Examiner.

Claims

1. A RAILWAY CAR ADAPTED FOR USE IN PIGGYBACK LADING OPERATION AND HAVING A FLAT DECK PORTION EXTENDING BETWEEN TRANSVERSELY SPACED SIDE SILLS, A CUSHION RACK ASSEMBLY MOUNTED ON SAID FLAT DECK PORTION CENTRALLY THEREOF AND EXTENDING LONGITUDINALLY THEREOF, CUSHIONING MEANS INTERPOSED BETWEEN THE RACK ASSEMBLY AND DECK PORTION FOR PROVIDING CUSHIONED TRAVEL OF SAID RACK WITH RESPECT TO SAID DECK, SAID RACK INCLUDING TRANSVERSELY SPACED AND LONGITUDINALLY EXTENDING RAIL-LIKE MEMBERS, SAID RAIL-LIKE MEMBERS BEING SPACED INWARDLY OF SAID RESPECTIVE SIDE SILLS TO DEFINE TRANSVERSELY SPACED WHEEL TRACK AREAS OVER WHICH THE WHEELS OF WHEELED VEHICLES ARE ADAPTED TO TRAVEL, MEANS CONFINING SAID RACK TO SAID DECK FOR LIMITED LONGITUDINAL MOVEMENT THEREBETWEEN, LADING SUPPORT MEANS CONNECTED TO SAID RACK AT LENGTHWISE SPACED POINTS, SAID LADING SUPPORT MEANS INCLUDING A PLURALITY OF SIDE RAMPS DISPOSED OUTWARDLY OF SAID RAILS INTO SAID WHEEL TRACK AREAS AND BEING CONNECTED TO SAID RIALS, SAID SIDE RAMPS HAVING TRANSITIONAL SURFACES DISPOSED AT A LEVEL ABOVE THE TOP OF SAID DECK, AND POST-LIKE SUPPORTS PIVOTALLY MOUNTED ON SAID RAMPS FOR PIVOTAL MOVEMENT INTO A VERTICAL LOAD SUPPORTING RELATIONSHIP TO SAID DECK WHEN IN THE OPERATIVE POSITION AND FOLDABLE DOWNWARDLY INTO SAID RAMPS TO AN INOPERATIVE HORIZONTAL POSITION TO PROVIDE A SUBSTANTIALLY COEXTENSIVE SURFACE WITH THE REMAINDER OF SAID RAMP.