AU656006B2 - Articulated connector - Google Patents

Description

AUSTRALIA

Patents Act 1990 COMPLETE SPECIFICATION FOR A STANDARD PATENT

ORIGINAL

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Name of Applicant: HANSEN, INC.

Actual Inventor: Donald Wiebe Address for service in Australia: CARTER SMITH BEADLE Qantas House 2 Railway Parade Camberwell Victoria 3124 Australia Invention Title: ARTICULATED CONNECTOR Thc following statement is a full description of this invention, includitg the best method of performing it known to us -2- BACKGROUND OF THE INVENTION Articulated rail cars are well known in the railway arts and often comprise a pair of rail car platforms arranged end-to-end with the mutually adjacent ends thereof supported by a common truck bolster such as the bolster of a conventional three piece truck. In the prior art, the connection between the adjacent ends of the two car platforms, and their retention with respect to the common or center truck, has been achieved through employment of an articulated joint including complex and precisely aligned spherical bearing surfaces for achieving the rotational degrees of freedom required for such a connection. One of the two adjacent platform ends is supported on the common 15 truck center plate surface in a conventional manner, i.e. a flat truck center plate surface supports a flat platform center plate. The other of the two adjacent platform ends is supported vertically and laterally on a spherical section that nests above the flat center plate of the first 20 mentioned platform end. Longitudinal train action forces are transmitted between the two platforms through another set of spherical sections with the same center as the spherical sections offering vertical and horizontal support.

25 A wide variety of similar articulated joints or connection assemblies have been proposed in the art and purport to offer improvements in articulation, wear properties, wear take-up, and the like. Such connectors -3generally have provided a structure in which the connection includes a connecting pivot pin which is used to assemble the spherical segments in a manner to relate their centers of rotation to a common point for the necessary three relative rotational degrees of freedom to accommodate relative yaw, pitch and roll between the connected car bodies.

Notwithstanding their purported benefits, prior articulated connectors have exhibited certain shortcomings.

For example, commercially used articulated connectors typically are costly to manufacture and difficult to assemble and disassemble. Further, critical wear can occur at the spherical bearing surfaces which transfer all the 15 loads or forces between the ends of the interacting •platforms, thus resulting in reduced vertical side bearing clearance and longitudinal slack action. This can result in a need for frequent side bearing clearance and slack take-up adjustment.

Vertical contacting side bearing deflections are reduced for a given car body roll angle when the radial distance of the side bearing from the center of longitudinal •roll of the car is shorter rather than longer. For example, at one end of an articulated platform car body, a relatively flat center plate surface contact area engages the flat truck center plate. The car body thus rolls about a lateral edge of the engaged bearing surfaces. This provides a -4reduced radius of roll motion with respect to the side bearings, compared to the car body side bearing roll radius experienced by the opposite end of the car body which is supported on the spherical bearing section.

Prior art articulated connectors are also prone to accumulate slack and require frequent adjustment due to wear in the articulated joints in that the precision required for best performance of such prior connectors deteriorates quickly with progressive wear even if wear or slack compensation capability has been provided. That is, even where prior connectors can compensate for slack accumulation, the resultant wear nevertheless produces asymmetry with resultant binding and galling among the various cooperating spherical wear surfaces thus resulting in further accelerated rates of wear and 0* 15 deficiencies in connector performance.

0 It is therefore desirable to provide a novel and improved connector for articulated rail cars.

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According to one aspect of the invention there is provided an articulated rail car connecting apparatus comprising first 20 and second connector portions each of which is adapted to be rigidly affixed to a longitudinal end of a rail car platform and which connector portions are cooperable with each other to form an elongated connector assembly that extends between adjacent longitudinal ends of a respective pair of rail car platforms and is adapted to be supported upon the center plate of a railway truck bolster to support the respective adjacent DOCTnI:TO-1352SPC 24 Matdi 1994 longitudinal ends of such a pair of rail car platforms with respect to such a truck bolster, said connector portions being mutually cooperable for movement with respect to each other in a manner that each of the respective rail car platforms is relatively moveable about a plurality of rotational axes at respective centers of rotation which are spaced apart longitudinally of the rail car connecting apparatus by a given dimension.

In one presently preferred embodiment, a longitudinal slide connection has nested male and female center plate portions carried by the respective adjacent ends of a pair of car body platforms. One center plate portion is operable for support of the respective platform center sill and is in turn supported on the center plate of a common truck bolster. The 15 other center plate portion is operable for support of the Be, center sill of the other car platform and is nested within and supported by the first mentioned center plate portion.

Further, the two nested center plate portions are

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S longitudinally slideable relative to each other. An elongated 20 drawbar extends between a pair of spaced pivot connections to bear buff and draft loads independently of the nested center plate portions. The pivot connections pivotally connect the o *0 drawbar to respective connector end portions located, for example, adjacent the respective car platform center sills.

25 For best results, the drawbar indicated in the articulated connector concept should be relatively slack free. Slack or 0/ free play compensation devices of various sorts are known in /Y j DOTcRiCT-MU3SU.SPC 24 March 1994 -6the art and the invention contemplates employment of any of a variety of such compensation structures, including gravity actuated wedging devices for example, to compensate for slack or free play which inevitably will develop at the drawbar end connections as longitudinal buff and draft loads are transmitted between the adjacent car platforms. In the case of the present invention, those end connections include the drawbar ends and the pivot pins by which they are pivotally retained with respect to the respective car platforms.

The above described arrangement of relatively longitudinally slideable nested center plate bearings supported on a common truck bolster provides support for the respective car platforms with the upper center plate having limited freedom to move longitudinally with respect to the lower center 15 plate to accommodate not only progressive wear in the drawbar connections but also the relative longitudinal motion required between the two center plates when the two adjacent car platforms yaw or pitch with respect to one another.

e The invention is thus able to alleviate many of the above 20 mentioned shortcomings of prior articulated rail car connectors, with attendant enhancements in manufacturing cost, ease of assembly and disassembly, reduced maintenance cost, improved wear properties, enhanced service performance and reliability, and improved service life.

Features and advantages of the invention will be more readily understood upon consideration of the following detailed TG-I152,.SPC 18 August 1992 -7description and the accompanying drawings, in which:- Fig. 1 is a schematic side elevation of an articulated rail car including a connection between two adjacent car platforms; Fig. 2 is a sectioned side elevation of the articulated connection for the rail car of Fig. 1; *o TO-#11524.SPC 18 August 1992 -8- Fig. 3 is sectioned top plan view taken on line III-III of Fig. 2; Fig. 4 is a sectioned side elevation similar to Fig.

2 showing an alternative embodiment of he invention with components thereof in a new or unworn condiLion; Fig. 5 is a fragmentary, sectioned side elevation showing the embodiment of Fig. 4 in a worn condition; Fig. 6 is a sectioned side elevation of a further embodiment of the invention; Fig. 7 is a sectioned top plan view taken on line 15 VII-VII of Fig. 6.

o There is generally indicated at 10 in Fig. 1 an articulated rail car including a pair of adjacent rail car I platforms 12 and 14 which are arranged end to end such that 20 the adjacent ends thereol are joined by an articulated connector 16 and supported upon a center truck 18, for example a six-wheel truck as shown. The opposed longitudinal ends of the respective platforms 12 and 14 are 0 supported on conventional railway trucks 20, for example, 9 well known three piece trucks. As is also well known, an articulated connector such as 16 transmits draft and buff loads between platforms 12 and 14 while permitting specified modes of freedom for relative movement therebetween, -9including relative pitch and yaw, and longitudinal roll.

As has been above noted, articulated cars generally are well known as are various connectors therefor.

Accordingly, it is believed further detailed description of such components is unnecessary for an understanding cf the present invention, which contemplates a novel and improved articulated connector as shown in Figs. 2 and 3.

In Fig. 2 there is generally indicated an articulated connector 22 which connects the center sills 24 and 26 of a pair of rail car platforms such as the platforms 12 and 14 (not shown in Fig. Articulated connector 22 includes elongated connector portions 28 and 30 which are suitably 15 rigidly secured to the respective center sills 26, 24, as by welding for example, so as to extend therefrom to be interfitted one within the other. Each connector portion 28 and 30 may be, for example, a unitary steel casting formed to include longitudinally extending body portions 32 and 34, 20 respectively, which extend outwardly from the respective center sills 26 and 24 and toward each other in the 1 assembled configuration as shown. Respective male and female connector portions 36 and 38 extend further outward from respective body portions 32 and 34, and are interfitted or nested one within the other to provide for the common support of the center sills 24 and 26 upon bearing surface of a truck bolster center plate bearing More specifically, female connector portion 38 comprises a pair of rigid side wall portions 42 which extend in laterally spaced relation outwardly from body portion 34, and a base portion 44 which extends outwardly of body portion 34 intermediate the sidowalls 42 and is joined integrally therewith. A cylindrical center plate bearing portion 46 of base portion 44 is formed with a downwardly facing, substantially flat bearing surface 48 which engages the cooperating bearing surface 50 of bolster center plate to support connector portion 30 and sill 24 the'reon. The reference to "flat" surface 48 and other bearing surfaces so characterized is to be understood as including various deviations from a flat surface configuration, such as 15 specified for example by AAR Alternate Standard S-258-80, "which specifies the geometry of a longitudinally extending *:oo: bevel located at each of the laterally opposed sides of an otherwise flat center plate bearinp surface.

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20 Base portion 44 is further formed to include an upwardly opening central recess 51 which is centered with respect to a coaxial through bore 53, both being arranged coaxial)y with center plate bearing surface 48. A bore 57 extends coaxially with bolster center plate bearing surface 50 for registry in coaxial alignment with bore 53 whereby a center pin 59 may be received within bores 53 and 57 with the head portion 61 thereof residing within recess 51.

Center pin 59 serves to pivotally interlock female connector -11portion 38 with bolster 40. The depth of recess 51 preferably is greater than the axial extent of head portion 61 so that the uppermost extent of center pin 59 is below the elevation of a bearing surface upon which the male connector portion 36 is supported as follows.

The sidewalls 42 and base 44 of female connector portion 38 cooperate to form an upwardly open pocket 45 into which male connector portion 36 is received. An upwardly facing bearing surface portion 52 of base 44 supports a generally cylindrical center plate portion 54 of male connector portion 36 by engagement with a downwardly facing bearing surface portion 55 thereof. Male connector portion 36 also includes laterally spaced apart, generally parallel be*@ 15 side wall portions 56 which extend outwardly of body portion fees: 1 0 32 and into the upwardly open pocket 45 to provide, in conjunction with center plate portion 54, the unitary, structurally rigid male connector portion 36. Bearing surface 52 preferably extends to a width and length greater 20 than the diameter of center plate portion 54 to accommodate thereon a slide member 60 which is supported in slideable a* engagement on bearing surface 52 and enjcompasses center plate portion 54 within pocket C x* ine sidewalls 42 preferably extend longitudinally in parallel relation adjacent the lateral extremities of bearing surface 52 to define a predetermined lateral width of the bearing surface 52. Slide 60 is provided with -12laterally opposed, generally parallel sides 62 which are spaced apart by a dimension only slightly less than the lateral spacing batween the inner surfaces of sidewall portions 42, whereby the slide 60 is received within pocket 45 in a manner to be free for longitudinal sliding therein.

A preferably circular center opening 64 is formed in slide to closely receive the center plate portion 54 whereby center plate portion 54 is free to rotate with respect to slide 60, and is also free to slide therewith longitudinally of pocket 45 on bearing surface 52.

It will be appreciated that the described sliding relationship between and among center plate portion 54, slide 60 and bearing surface 52 permits the male connector element 28 to slide longitudinally with respect to the female connector element 30, while remaining constrained against lateral or transverse sliding with respect to the female connector portion Of course, the structure thus far described svports only the vertical and lateral loads between the two adjacent ends of car platforms 12 and 14 through bearing support *thereof on bolster center plate bearing surface 50, as provided by the nested configuration of the male and female center plate portions 54, 46. To transmit draft and buff loads between the center sills 24 and 26, each connector portion 28 and 30 is provided with a respective recess 66, 68 which forms, in the respective connector portion, an -13integral clevis 70. Axially aligned apertures 72, 7A in each connector portion 28 and 3S r ;eive clovis pins 76 which pass through the respective clevis recesses 66 and 68.

An elongated draw bar 78 extends between clevis portions and includes, adjacent its longitudinally opposed ends, a pair of eye portions 80 which are disposed within clevis recesses 66, 68, respectively, and each eye portion includes a bearing element 86 with a through bore 84 which receives a respective one of the pins 76. The pins 76 include radiused surfas9 portions 82 extending longitudinally thereof and disposed for engagement with the inner periphery of respective bores 84 to thereby accommodate the necessary freedom of motion to permit relative pitch, yaw and roll between the adjacent, 15 articulated car platforms.

9 1 Bearing elements 86 are, of course, interfitted I. within larger bores 88 formed in the respective draw bar eye 99° portions 80. In addition, the assembly of bearing elements 20 86 with eye portions 80 may include slack or wear take-up elements of any suitable sort, as will be described hereinbelow.

It will be seen that with employment of the draw bar structure as above specified to transmit buff and draft loads through the articulated connector, the need for a complex universal type of hinge or joint is eliminated. In the connector structure above described, the center plate -14bearing portions carry all of the vertical weight as well as the relative lateral loads imposed by the car platforms 12 and 14 on the center truck 18. The draw bar assembly bears all of the buff and draft loads encountered in operation.

Progressive wear on the draw bar bearing elements 86 will result in changes in the geometry of the assembled connector which will also result in changes in the longitudinal platform-to-platform dimension. As has been noted, wear or slack compensating structures may be provided to eliminate slack occasioned by draw bar bearing and clevis pin wear; however, such slack take-up structures generally are not capable of maintaining uniform connector geometry for the assembled connector because the geometry of a 15 slack-compensated worn connector depends on not only the S. design of the slack compensating structure, but also on the connector wear patterns which develop in service. It is S. noted, however, that such uniformity is not required for proper performance of my novel connector. Any suitable 20 slack compensating structure may be utilized for purposes of o this invention, for example, a pair of gravity actuated wedging bushing portions 100 (Fig. 4) may be substituted for e* the corresponding portions of bushings 86 as shown in Fig.

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Such known slack compensating techniques for slackless drawbars are illustrated in U.S. Patents 4,555,033, 4,549,666, 4,545,304, 4,700,853, 4,456,133 and I I) 4,580,686. Slack adjusting or compensation on such drawbars may be designed to result in either a shortening or lengthening drawbar effect, with progressive wear. Inasmuch as slack compensation is well known from the above-noted and other prior patents, further detailed description is believed unnecessary for an understanding of the present invention.

An example of how the geometry of my novel connector can change over a given service life is illustrated in Fig.

4 wherein the connector is shown as initially configured with an off-center geometry with the central vertical axis 0be* 106 of male center plate bearing 54 located a longitudinal dimension D from the central vertical axis or vertical :15 center line 108 of female center plate 46 and bolster p bearing surface 50. This arrangement will provide for predictable patterns of relative migration of axes 106 and 108 with respect to each other in response to patterns of progressive wear and slack compensation de,'ign which 20 together cause the center-to-center distance between pins 76 oeo* to gradually increase (that is, over the service life of the connector, the effective length of the drawbar gradually o increases).

Accordingly, over the service life of the drawbar pivot connections to the respective connector elements, the effective length of the drawbar increases and dimension D decreases as axes 106 and 108 migrate longitudinally toward -16ono another. Ultimately, with sufficient wear, axes 106 and 108 will longitudinally coincide, and with further progressive wear will continue their migration such that axes 106 and 108 will gradually separate in the longitudinal direction, each moving in the same relative direction as during their initial approach to one another.

Of course, if the wear patterns and/or operation of the wear compensation structure tend to produce an effective shortening of the drawbar reduction of the center-to-center distance between pins 76) axes 106 and 108 would move initially toward one another to a coincident ;position, and then away from one another, with their 'relative directions of movement opposite those above 15 described. Accordingly, in such circumstances the initial or non-worn connector geometry would be as shown in Fig. 4 but with axis 106 to the right of axis 108, and the respective elements centered thereon positioned accordingly.

As has been above noted, my invention does not require the described center plate bearing elements to be maintained in a continuous mutually centered relationship.

Therefore, service operation of my novel connector in non-centered configurations as above described occurs continually. It will be noted that such deviations from a given relative location of the centers of the two center plates also will occur in operation on curved track since I I -17lateral yaw of the articulated car platforms with respect to each other results in rotation of the male and female connector elements about pivot pins 76. Since the center-to-center distance between pins 76 is fixed at any given instant by the effective length of draw bar 78, the relative positions of axes 106 and 108 of the male and female center plate bearings 54 and 46, respectively, must of necessity vary with changes in the yaw or pitch of the adjacent platforms with respect to each other. This will be self-evident upon considering that when negotiating curved track, the relative yaw of the articulated platforms requires each of axes 106 and 108 to swing on a circular arc centered on the axis of the respective pin 76, for example, as shown by arcs Ai and A2 in Fig. 3.

a Thus, the axis of mutual rotation of the engaged connector center plates will always fall on arc a2 and S. accordingly its longitudinal distance from the axis of pivot pin 76 will vary continually in service with changes in the relative yaw positions of the two connected car platforms.

oo An alternative embodiment of the invention as shown "in Figs. 6 and 7 includes male and female connector portions 136 and 138, respectively. Female connector portion 138 comprises a pair of rigid side wall portions 142 which extend in laterally spaced relation outwardly from a connector body portion 134, and a base portion 144 which extends outwardly of body portion 134 intermediate the A to A -18sidewalls 142 and is joined integrally therewith. A preferably cylindrical center plate bearing portion 146 of base portion 144 is formed with a downwardly facing substantially flat bearing surface 148 which engages the cooperating bearing surface 150 of bolster center plate 140 to support female connector portion 138 and the corresponding car body sill thereon.

Base portion 144 is further formed to include an upwardly opening central recess 151 which is centered with respect to a coaxial through bore 153, both being arranged coaxially with center plate bearing surface 148. A bore 157 extends coaxially with bearing surface 150 in bolster center plate 140 for registry in coaxial alignment with bore 153 }15 whereby a center pin 159 is received within bores 153 and 157 with the head portion 161 thereof residing within recess 151. Center pin 159 serves to pivotally connect female connector portion 138 with bolster center plate 140 so that Se bearing surfaces 148 and 150 are slideable on each other in 20 relative rotary movement about the pivot axis formed by pin

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159.

Male connector portion 136 includes a body portion 132 and laterally spaced apart, generally parallel side wall portions 156 which extend outwardly of body portion 132 and a center plate po'tion 154 disposed laterally intermediate sidewall portions 156 and joined integrally therewith. The sidewalls 142 and base 144 of female connector portion 138 A '.1 -19cooperate to form an upwardly open pocket 145 into which the male connector portion 136 is received. An upwardly facing bearing surface portion 152 of base 144 engages a downwardly facing bearing surface portion 155 of the preferably cylindrical center plate portion 154 formed by male connector portion 136 to support male connector portion 136 with respect to female connector portion 138.

Bearing surface 152 preferably extends to a width and length greater than the corresponding width and length dimensions of center plate portion 154 to accommodate therein a slide member 160 which is supported in slideable a engagement on bearing surface 152 and encompasses center plate portion 154 within pocket 145.

The female connector portion sidewalls 142 preferably extend longitudinally in spaced parallel relation adjacent the lateral extremities of bearing surface 152 such that a a respective inner surface portions 143 thereof form lateral 20 boundaries for the bearing surface 152. Slide 160 is provided with laterally opposed, generally parallel sides 162 which are spaced apart by a dimension only slightly less than the lateral spacing between the corresponding inner surfaces 143, whereby the slide 160 is freely longitudinally moveable within pocket 145. An at least partially circular center opening 164 is formed in slide 160 to receive the male center plate portion 154 whereby center plate portion 154 is freely rotatable with respect to slide 160, and is 1 0 also free to slide therewith longitudinally with respect to female connector portion 134 on bearing surface 152.

As with other embodiments described above, the described sliding relationship between and among center plate portion 154, slide 160 and bearing surface 152 permits the mutual center of relative rotation between these elements to move longitudinally on the connector centerline while remaining constrained against lateral or transverse movement with respect thereto.

The Fig. 6 and 7 embodiment includes a drawbar structure to bear buff and draft loads independent of the described center plate bearing engagement. Accordingly, a drawbar assembly 166 comprises an elongated body member 168 owhich extends between a pivot connection portion 170 adjacent one longitudinal end thereof and a spherical So. bearing portion 172 adjacent the opposed longitudinal end thereof. Pivot connection end portion 170 comprises an eye 20 portion 174 having a through opening 176 which is located

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intermediate and in coaxial alignment with a pair of coaxially disposed through bores 178, 180 formed in female connector body portion 134.

A pivot pin 182 extends within bores 176, 178 and 180 to pivotally connect drawbar 168 to female connector portion 138. In addition, the diameter of bore 176 is sufficiently larger than the diameter of pin 182 to receive therebetween -21a cylindrical bushing 184 which is formed preferably of resilient, deformable elastomeric material such as polyurethane. Bushing 184 provides a degree of freedom between drawbar 168 and pin 182 to accommodate limited relative rotation of drawbar 168 in directions generally parallel to the axial extent of pin 182, for example as indicated by arrows 186 in Fig. 7. It will be noted that pivotal movement of drawbar 168 about pin 182 in either the lateral or the vertical direction causes the vertical axis of rotation of bearings 152 and 155 to move longitudinally with respect to the axis of pin 182.

Such movements may occur as a result of relative rock or roll motion between the connected cars, as above 15 described. For example, when the connected cars rock or :roll relative to each other, the engaged center plate bearing surfaces 152 and 155 separate as the male connector portion rocks upwardly on one or the other of its lateral o: edges with respect to the female connector portion. This results in both vertical lifting, and lateral translation of the spherical end 172 of drawbar 168. Such lateral translation is accommodated at the opposed end of the drawbar 168 by resilient deformation of bushing 184 as pin 182 is rigidly fixed within bores 178, 180.

To further accommodate relative rock and roll motions as well as relative pitch and yaw between the connected car bodies or platforms, the spherical bearing end portion 172

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-22of drawbar 168 is retained with respect to male connector portion 136 by spherical bearing elements 188 and 190.

Bearing element 188 is retained intermediate spherical bearing portion 172 and draft lugs 192 located adjacent the outermost end of male connector sidewall portions 156.

Bearing element 190 is a spherical buff bearing which is retained in spaced relationship with respect to buff lugs 194 by any suitable slack take up or compensation apparatus, for example a gravity wedge assembly 196 such as above described.

Spherical bearing element 188 preferably is a continuous circular structure, preferably a ring, having one eor more spherical bearing surface portions 198 (Fig. In

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15 a preferred form, the ring 188 is captively retained by drawbar 168 as the inner diameter of ring 188 is smaller than that necessary to pass over either end of drawbar 168.

The described bearing ring 188 and its captive retention with respect to a drawbar constitute a structure conceived 20 by another and included herein for purposes of compliance 00.0 with best mode disclosure requirements of the patent statute.

s It will bo seen that, as with the embodiments described hereinabove, the embodiment of Fig. 6 and 7 also is operative to carry buff and draft loads by means of a drawbar independently of the vertical loads borne by the described center plate bearings. Complex spherical hingo I A. 4 -23joints with mutual centers for all relative mlotions thus are not required, and indeed the geomotry of the drawbar assembly may vary with respect to the geometry of the center plate bearing assembly just as in the other above described embodiments without any adverse consequence.

It will be further apparent from the above description of the Fig. 6 and 7 embodiments that for purposes of this invntion it is not necessary for the center plate bearing portions to be located between the locations at which buff and draft loads are transmitted between the drawbar 168 and the respective connected car bodies.

According to the description hereinabove, I have invented a novel and improved connector for articulated rail cars which offers the benefits of simplified design and assembly, among other attributes. Of course I have contemplated a variety of alternative and modified 20 embodiments and such would also certainly occur to those versed in the art, once apprised of my invention.

.Accordingly, it is my intent that the invention be construed 'as broadly as permitted by the scope of the claims appended hereto.

Claims (16)

1. An articulated rail car connecting apparatus comprising first and second connector portions each of which is adapted to be rigidly affixed to a longitudinal end of a rail car platform and which connector portions are cooperable with each other to form an elongated connector assembly that extends between adjacent longitudinal ends of a respective pair or rail car platforms and is adapted to be supported upon the center plate of a railway truck bolster to support the respective adjacent longitudinal ends of such a pair of rail car platforms with respect to such a truck bolster, said connector portions being mutually cooperable for movement with respect to each other in a manner that each of the respective rail car platforms is relatively moveable about a plurality of rotational axes at respective centers of rotation which are Sspaced apart longitudinally of the rail car connecting :00 apparatus by a given dimension. 0

2. The apparatus as set forth in claim 1 wherein said connector portions are mutually engageable at a location *0 longitudinally intermediate said centers of rotation.

3. The apparatus as set forth in claim 1 or claim 2 wherein said given dimension is a fixed dimension.

4. Apparatus according to any one of claims 1 to 3 0000 wherein said first and second connector portions include 25 mutually engageable bearing means which are cooperable to 0 provide support for one of said first and second connector portions by the other and to permit relative pivotal movement of said first and second connector portions with respect to S\ each other about given axes of rotaeion; S DCC:T.!i.TC.-13S23SPC 4 Marh 1994 an elongated draft appliance extending longitudinally of said first and second connector portions; said first and second connector portions including respective longitudinally spaced connection means connecting the respective said connector portions to said draft appliance.

Apparatus according to claim 4 wherein said connection means is disposed with respect to said mutually engageable bearing means such that at least some of said given axes of rotation move longitudinally with respect to at least one of said connection means in response to at least some modes of such relative pivotal movement between said first and second connector portions.

6. Apparatus as claimed in claim 4 or claim 5 wherein said mutually engageahle bearing means are cooperable to accommodate relative longitudinal movement between said first t and second connector portions. 0e6e 0.

7. Apparatus according to claim 6 wherein said mutually engageable bearing means includes first and second center plate 0 bearing portions of said first and second connector portions, o00000 0 respectively.

8. Apparatus according to claim 7 wherein said first and second center plate bearing portions, when mutually engaged, are vertically nested as upper and lower center plate bearing e00 portions. S 25

9. Apparatus according to claim 8 wherein the one of said first and second connector portions having said lower center plate bearing portion includes a third center plate *00 bearing portion which is adapted to engage a railway trck bolster center plate.

DOCH;Tnl-13523.SPC 24 Ma -26- Apparatus according to claim 9 additionally including means for limiting relative lateral movement between said first and second center plate bearing portions.

11. Apparatus according to claim 10 wherein said means for limiting lateral movement includes a slide means which encompasses said upper center plate bearing portion and is longitudinally slideable on said lower center plate bearing portions.

12. Apparatus according to any one of the preceding claims wherein one of said first and second connector portions includes another bearing means which is adapted to engage a mobile support to provide support of said first and second connector portions with respect to a railway track.

13 A rail car connecting apparatus according to any one of claims 1 to 3 wherein the first and a second of said connector portions include respective cooperable center plate bearing portions which are mutually engageable for support of S said second connector portion with respect to said first S connector portion and for relative rotation of said first and second connector portions about a first pivot axis.

14. Apparatus according to claim 13 wherein said first and second connector portions include respective pivot connector means for pivotal connection to a draft appliance for pivotal movement thereof 4ith respect to the draft appliance about respective, longitudinally spaced, second and third pivot axes, said center plate bearing portions being disposed with respect to the respective said pivot connector means such that said first pivot axis moves longitudinally with respect to at least one of said second and third pivot axes in response to cy DC C ilt1-E43523.C 24 Mach 1994 f:, -27- pivotal movement of said connector portions with respect to such a draft appliance.

Apparatus according to claim 14 wherein said first pivot axis is longitudinally moveable with respect to said second and third pivot axes while the longitudinal spacing between said second and third pivot axes remains constant.

16. A rail car connector assembly substantially as hereinbefore described with reference to the accompanying drawings. DATED: 24 March 1994 CARTER SMITH BEADLE Patent Attorneys for the Applicant: HANSEN, INC. *O 0 0* S 0 S 0 0 *S a 0o ABSTRACT An articulated rail car connector (16) for joining the adjacent ends of rail car platforms (12, 14) which are supported on a common truck bolster the connector (16) including a pair of nested center plates (44, 54, 144, 154) which support the adjacent car platforms (12, 14) upon such a truck bolster (18) and which are longitudinally slideable with respect to one another, and a drawbar (78, 168) pivotally connected between the adjacent car platforms (12, 14) to transmit longitudinally directed buff and draft loads therebetween. S* 4S g S. OOSS 4 TO-11S24.SPC 18 August 1992