RAILWAY TRUCKS FOR INTERMODAL TRAIN FIELD OF THE INVENTION: The present invention relates generally to rail cars or wagons for an integral / semi-integral intermodal train that employs a segmented roller / outside roller system, particularly railway wagons. connect to each other to form segments of an integral train to transport cargo, such as semi trailers, where each train segment has an integrated arrangement composed of different types of rail car platforms, including an adapter platform, intermediate platforms and a platform of loading ramp. BACKGROUND OF THE INVENTION The adapter, intermediate and ramp railway carriage platforms are provided to form an intermodal train, which is provided to carry semi trailers on the track. The intermodal train can have a standard locomotive pulling one or more identical train segments. The system may have an integral ramp on at least one end of each segment, to be used as a loading tractor and / or the semi trailers as long as they are loaded or unloaded. The platforms that form each segment can be connected by articulated joints to eliminate longitudinal hanging and reduce costs. At least one platform must be equipped with a standard ball-point coupler at standard height to allow the segments to be pulled by any existing locomotive. In order to allow the transport of non-rail trailers, a very good quality of handling assembly is required, and this can be provided by prize cars and a low floor height of 36 1/2 inches (approx I46cm) by combining both the Stable operation to allow stable operation at high speed. High-speed operation is also made possible by a braking system that provides eighteen percent current train braking averages, close to twice what is obtained with standard equipment available. The use of this braking system can allow the Steel Turpike to operate at thirty percent speeds higher than standard AAR freight trains, while the stopping is at the same distance. High-speed operation has no value in the current service trailer market, however, if a very high reliability is not possible. In order to provide this reliability, a health monitoring system can be provided continuously operating. This system signals potential problems to the operator as soon as they arise, allowing timely maintenance to correct defects that would otherwise cause problems of delays, damage or equipment out of service.
Working properly, the continuous monitoring system is capable of eliminating two of the most important causes of de-rusting, properly broken wheels and burnt-out stump bearings. SUMMARY OF THE INVENTION It is assumed that intermodal trains normally consist of several segments to produce trains of a capacity greater than one hundred cars. When operating, the advantage can be gained by using those segments in part with the two platform ramps connected together, as discussed later. Each intermodal train segment can consist of three types of platform, articulated with each other. The first type of platform is the "adapter platform" that can have a 28-inch (75cm) low-carriage, a conventional ball-coupler, a hybrid-drive gear, a carriage body cross-member, or a center plate. one end (hereinafter referred to as end A), and an expensive 33 inches (80 cm) with inert flange. of height capacity and a spherical articulated female connector with combined central plate (Cardwell SAC - type) at the other end (hereinafter referred to as end B). The platform adapter is intended to be coupled behind a standard locomotive. The second type is an "intermediate platform" that can have a female articulated connection (SAC-1) and a single 33-inch car, identical to that on the end of the adapted car. An articulated male-without-carriage connection is provided at the end A, which is supported by the female coupling joint and the carriage at the B-end of an adjacent platform. The third type of platform is a "ramp loading platform" that is similar to the immediate platform because it also only has one car at the B end, but differs in that it is a low 28-inch transportation type car. Since the car only supports about half the weight produced by the intermediate units, the wheels can be smaller without danger of overloading the wheels or the crankshafts or the bearings. The end A of the ramp platform may have a male articulated connection to be supported by the B end of an adjacent platform, in the same manner as an intermediate connection. At the B-end of the ramp platform, the cover extends beyond the carriage, and is supported by a conventional carriage body cross member and the center plate rather than an articulated connection. The use of the 28-inch carriage at the B-end location allows the height of the carriage end cover of the ramp platform to be reduced by 361/2 inches in height from the remainder of train 311/2 at the center line of the end carriage B. This height could be further reduced by angling the deck extended to the ground, resulting in a final deck height in the final crossbar of only 17 1/4 inches. Since the B end of the ramp platform is much lower than the normal 341/2 inch of the coupler height, an unconventional coupler arrangement is required, particularly if it is to be coupled to conventional wagons or locomotives. The two configurations are proposed, the first using a standard ball coupler ted on a lifting traction device, the second configuration includes using a simple quick transit type coupler carried well below the normal height of 34 1/2 inches. Several subsystems destined to a fast operation and to improve the reliability can be provided in each segment. These are the subsystems. "Elecronic Assisted Air Brake", "Health Nonitoring" and Trailer Tie-Down. A subsystem "Locomotive interface unit" is also required if the previous subsystems are used with complete effectiveness. Other details, objects and advantages of the invention will be made apparent by the following detailed description and the attached drawings, of some modalities. DESCRIPTION OF THE DRAWINGS A more complete understanding of the invention is obtained by consideration of the following description in conjunction with the accompanying drawings, wherein: Figure 1 is a side view of the presently preferred embodiment of an intermodal train segment;; Figure 2 is an enlarged view of one embodiment of an adapter platform for the intermodal train shown in Figure i. Figure 3 is a top view of an adapter platform shown in Figure 2. Figure 4 is an end view of the adapter platform shown in Figure 2; Figure 5 is a sectional view taken along line V-V of Figure 3; Figure 6 is a side view of the intermediate platform shown in Figure 1; Figure 7 is a top view of the intermediate platform shown in Figure 6; Figure 8 is a sectional view taken along the line VIII-VIII in Figure 7; Figure 9 is a sectional view taken along line IX-IX in Figure 7; Figure 10 is a sectional view taken along the line X-X in Figure 7; Figure 11 is a side view of the ramp platform shown in Figure 1; Figure 12 is a top view of the ramp platform shown in Figure 11; Figure 13 is a sectional side view of Figure 11 showing the ramp in a lowered position; Figure 14 is a partially sectioned side view of Figure 11 showing the ramp in a lowered position; Figure 14 is an end view of the ramp platform shown in Figure 11 with the ramp lifted; Figure 15 is an end view of the sectional view in Figure 5. Figure 16 is a sectional view through line XVI-XVI in Figure 3. Figure 17 is an enlarged view of the sectional view. in Figure 9; Figure 18 is a side view of the intermodal train segment in Figure 1 showing a loading arrangement of trailers at the edge; Figure 19 is a partially sectioned view of the end B of either the adapter platform or intermediate platform illustrating the connections of the side cells to the central cell to resist vertical bending. Figure 20 is a partially sectioned top view of the end B of the platform shown in Figure 19; Figure 21 is a perspective view, partly in section showing the structure of the interlaminar cover; Figure 22 is a side view partly in section of the ramp platform end and showing one embodiment of a coupler with the branch in a raised position; Figure 23 is the same figure shown in Figure 22 except that it shows the ramp in the lowered position; Figure 24 is a partially sectioned side view of the end B of a ramp platform showing a different embodiment of a coupler member; Figure 25 is the same view as in Figure 24 except that the ramp is in a raised position; Figure 26 is a close view of the coupler in a lowered position as shown in Figure 24; Figure 27 is a view similar to Figure 26 except showing the ramp in a raised position where the coupler projects beyond the end of the ramp platform; Figure 28 is a side view partly in section of a ramp member attached to the end of the ramp platform; Figure 29 is the same view as in figure 28 except that it shows the ramp in an intermediate position between the lowered and lifted position.
Figure 30 is the same view as Figure 29 except that the ramp is in a fully retracted position. Figure 31 is a top view, partly in section, of the ramp and the ramp platform shown in Figure 28. Figure 32 is the more detailed view of the ramp and coupler connection of Figure 28; Figure 33 is the same view as in Figure 32 except that it shows the ramp in fully retracted position with the coupler extending beyond the end of the platform. Figure 34 is a schematic view of a preferred embodiment of a brake system for an intermodal train; Figure 35 is a schematic diagram of a preferred embodiment of a spring applied to the parking brake control; Figure 36a is a top view of a carriage equipped with the spring applied to a parking brake; Figure 36 b is an end view of the carriage shown in Figure 36a; Figures 37a- 37 are position diagrams showing the operation of the spring applied to the air brake shown in Figures 34 and 35;
FIGS. 38a-38c are further decayed, side views of the operating positions of the spring applied to the parking brake; Figure 39 is an end view of the spring applied to the brake shown in Figure 37 b; Figure 40 is a schematic diagram similar to Figure 34 but showing a preferred embodiment of an electrical communication scheme for a train maintenance monitoring system; DETAILED DESCRIPTION OF THE INVENTION A preferred embodiment of an intermodal, semi-integral train segment for transporting semi trailers on the track (not AAR) is shown in Figure 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 can be loaded or unloaded independently of any other segment 40 using a self-contained roll / roll system. This system includes an integral ramp 46 on an extreme ramp loader platform 45 of each segment 40, for use with a special operator tractor and semi trailers when loaded or unloaded. The platforms 43, 44, 45 forming the segment 40 are connected by articulated joints in order to eliminate longitudinal looseness and reduce costs, but at least one platform is equipped with a standard ball-type coupler 47 at a normal height to allow the segments are pulled by any existing locomotive. No terminal infrastructure is required apart from an area at least 75 feet long (23 meters approx), whose surface is staggered to approximately the height of the top of the rail. In order to allow the transport of non-rail trailers, and for good assembly quality is required, and this can be provided with prize cars and a deck height as low as 36 1/2 inches, both combine to allow a stable operation at high speed. A high-speed operation and It is also possible by a braking system that provides eighteen percent train braking averages, nearly double what is obtainable with standard equipment. The use of this braking system allows the Steel Trnpike to operate at speeds of thirty percent higher than standard AAR freight trains, while stopping at the same distance. High-speed operation does not make sense in the sensitive service market, but high reliability is possible. In order to provide this reliability, a maintenance monitor system is continuously operated. This system signals potential problems to the operator as soon as they arise, allowing timely maintenance to correct defects that would otherwise cause damage, delays, or problems of equipment out of service. The continuous monitor system is capable of eliminating absolutely two of the most frequent causes of derailment, properly broken wheels and burnt stump bearings. It is appreciated that these intermodal trains will normally consist of several segments 40 to produce trains 40 of more than one hundred trailers in capacity. When operating it may be advantageous to use the segments 40 in pairs with two ramp platforms 45 connected to each end-to-end, as will be described later. Each segment of three intermodal 40 includes three types of platform 43, 44, 45 articulated together. Each end of each type of platform is, for purposes of description, receives one of two names, previously mentioned as end A or B. The front end of such platform will be mentioned as end A and the rear end as end B. The first of the three types of platform is the adapter platform 43, which is shown in greater detail in Figures 2-5. The adapter platform 43 has a low transport carriage or beater 4, a conventional ball coupler 46, a hydraulic lift 49, a standard carriage body cross member 60 best shown in Figure 15, and a center plate 61 at the A end At the B-end, the adapter platform 43 has a 33-inch carriage 51 with a high capacity bearing and semi-spherical articulated female connector 50 with the combined center plate, which may be a standard Cardwell SAC-i connector. The adapter platform 432 is intended to be coupled behind a standard locomotive. The construction of the carriage body cross member with the 28 inch carriage 48 mounted on the end A is shown in greater detail in Figure 15, and is more fully described in connection with that figure. Similarly the structure of the B end is shown in detail in Figure 16 and is described by that figure. The second type of platform is the intermediate platform 44, as shown in Figure 3, it also has a female articulated connection 50 (SAC-1) and a 33-inch car or frame at its B end that is identical to the car or frame 51 at the end B of the adapter carriage 43. A male articulated connection 52 without a frame is pded at the end A of the intermediate platform 44. The end A from the intermediate platform 44 and is supported by the female articulating joint connector and the frame 51 at the B end of an adjacent platform. The third type of platform is the ramp loading platform 45, shown in Figures 11-14. The ramp platform 45 is similar to the intermediate platform in that it also has a frame 48 only at the B end. However, the frame 48 at the end B of the ramp platform 45 differs in that a frame of the low transport type of 28 inches 4, is used as in the adapter platform 43. Since the frame 48 supports only about half the weight tolerated For the 33-inch racks 51 of the intermediate platforms 43, the wheels can be smaller without danger of overloading the wheels, the shafts or the bearings or supports. The end A of the ramp platform 45 also has a male articulated connection 52 supported by the frame 51 at the end B of an adjacent platform, in the same manner as the intermediate platforms 44, and fitted with a female articulated connector 50. In the B-end of the ramp platform 45, the cover 54 has a steeply sloped portion 50 that projects beyond the frame 48 and is supported by a conventional cross member 60 and center plate rather than an articulated connection. The use of the 28-inch frame in this location allows the deck height 56 of the end of the ramp platform 45 to be reduced 361/2 inches from the other platforms 43, 44 to 31 1/2 inches at the B end of the centerline of the ramp platform 45. consequently, the height at which the loading ramp 46 must rise to allow loading by. Rolling can be greatly reduced. This height is further reduced between the center line of the frame and the end spar or the ramp platform by angled the inclined portion 56 towards the ground, resulting in a final deck height in the final crossbar of only 17 1/4 inch. This low height is easily reached by the lightweight ramp assembly 46 which is hinged to the ramp platform 45 on the final beam. The ramp can be raised to a storage position for travel, or lowered to a loading position by a moving ramp device, such as, for example, an air cylinder under the control of an employee in the terminal. Since the end B of the ramp platform 45 is much lower than the normal coupling height 341/2 inch, an unconventional coupling arrangement is needed, particularly if the ramp platform is to be coupled to a conventional locomotive or carriage. . When perishing, there are two preferred configurations, shown in Figures 22-27. One configuration, shown in Figures 24-27, uses a standard ball-type coupler 47 carried in an elevator 49, similar in concept to the retractable couplers used in passenger train locomotives during the 1950s. The other configuration, shown in FIGS. Figures 22-23 and 28-33 are useful if, when operating, the ramp platform 45 only engages a similar ramp platform 45 of a different train segment 40. In the latter case, a coupler of the simple rapid transit type 107 carried well below the normal height of 34 1/2 inches will suffice. Both constructions are described in greater detail in relation to Figures 22-33. Several unique sub-systems, to accelerate the execution and improve the reliability are provided in each segment. These include an electronically assisted pneumatic brake, maintenance monitoring and trailer lashing system. A locomotive interface system is also required if these are to be used for optimum effectiveness. A brief description of each subsystem is included below, as well as more detailed descriptions of each of the three platform types. TYPES OF PLATFORM Each platform can have the same basic structure except at the ends, the intermediate platform 44 can serve as a standard platform from which the ramp and adapter platforms can be created, the economy is greatly improved because the standard platform can be produced seriously and the other two platforms can be constructed simply by modifying the endpoints of the standard platform. or example, the adapter platform 43 can be constructed by basically cutting the end A of an intermediate platform 44 and welding on the modified end A of an adapter pad 43. In Figure 2, a splice line 110 generally indicates where the end A of the intermediate platform 44 is cut and the configuration of the end A of the adapter platform 43 is there. Referring to Figure 11, another splice line 112 generally indicates where the end B of the intermediate platform 44 is cut for joining the configuration of the B end for the ramp platform 45. making the intermediate platform 44 the standard, more is achieved because each segment 40 of the intermodal train preferably has at least nine intermediate platforms 44 and only one of adapter 43 and ramp 45. Adaptive platform. The adapter platform 43, as mentioned, has a conventional ball-and-socket coupler 47 at its end and a frame at each of the ends A and B. The coupler 47 is carried by a hydraulic elevator of a 15-inch stroke. only "49, while the proposed frames are both of the oscillating movement type. The A 48 end frame in a 28-inch low transport model with seventy-ton cushions and axles, while the B 51 end frame is a 33-inch wheel model equipped with extra-large bearings. These frames 45, 51 provide improved mounting and track characteristics compared to a standard three-piece frame. Lateral bearings of the constant contact type "tees pac" are proposed in order to control the deflection of the frame at high speed. The use of this type of frame is required if conventional (non-AA) trailers are to be carried, because the general service trailers should not be lifted, they have soft springs and they lack the longitudinal resistance specified by AAR for a conventional flat wagon service. An enlarged cross-sectional view of the construction of the crosspiece or carriage body 60 and the 28-inch frame 48 mounted on the end A is shown in Figure 15, while Figure 16 shows a similar view taken at the end B. Figure 16 illustrates the unique construction of the copper platform 33-inch rack 51, which is common to all intermediate platforms 44. It is of particular importance that there is no crossbar or 60 on the side frame reinforcement 63. This allows "the cover 54 to be brought down to the desired height with a minimum of cover thickness above the side structure 63, as shown in Fig. 16. The end A of the adapter car 43 uses a conventional crossbar 60 and the center plate 61 as well as the 15 inch elevator 49 and the F type coupler 47. The use of that elevator 49 is recommended by the hanging or loose nature of the segment 40 and is particularly important. ante when coupling to a locomotive or equipment is conventional, since the structure of the long and articulated train would otherwise act as a single enormous mass, and if it is coupled to any but the lowest speed, it could cause damage to the couplers and other parts of the engine. conventional equipment. The cover 54 of each platform 43, 44, 45 is preferably made of steel gratings 70 supported by reinforcement brackets 72 running from the central beam 73 of the platform to the side beams 62, as best shown in Figure 17. the. side stringers 62 are channels formed and are positioned above the height of the cover 54 to provide curbs that help prevent a trailer from being inadvertently pushed from the cover when backing into the loading position. The use of the grate 70 for the cover 54 is first attempted so that the cover -54 itself removes ice and snow, so that the falling precipitation simply falls through the rail or bed of the track. need to be removed by snow blowers, shovels and other appliances. The center member 73 is an unconventional construction AAR, which is constructed of a wide box beam, open at the bottom and made with relatively light weight webs 75, and having a top plate 74 and bottom flanges 76 of different thickness along the length of the structure to adequately resist vertical bending, which is maximum at the center. This "tapered flange" reduces the weight where the flexor efforts are not as high. The use of a relatively thin core 75 could allow buckling, but this is prevented by reinforcing the webs 75 by welding the grid reinforcement brackets 72 to the total height of the webs 73, as shown in Figure 17. The top of the Center spar 73 is also used to support the folding legs or "up" notches that are used to attach the nose of a trailer 82 to the deck 54 when attaching to the kingpin of the trailer. These notches are well known in the railroad industry, but a modified version is used on a rotating pile so that the platforms never form humps, thus saving the design of extreme longitudinal forces - imposed by floor impacts on the train during operations of connection. Two of those samples are attached to the outer beam 73, one near the B end and the other 29 feet away, near the center of the platform. This notch space allows any trailer to be legal from the present 82, including the extra long 57 feet (legal only in 5 western states of the US) being efficiently carried. At the same time, the 29-foot notch space allows trailers 83 of 298 feet "pup" to be loaded with only a gap between the nose and tail. Equally, as shown in Figure 18, any combination of trailers 82, 83 can be transported, loaded in any order, with long trailers 82 grasping the joint, if necessary. The articulating connection is essentially identical to all joints articulated between each platform. At the end B of the adapter platform 43 and the ramp 44, the upper side bearings 66 are provided for transferring any roll of the platform to the cross member of the frame and to the suspension system. Constant contact lateral bearings are preferably used on the frame cross member to minimize the rounded body of the carriage with respect to the cross member, and to rotationally further dampen the frame 51 to control the deflection during high speed operation . Figure 16 shows the upper, upper 66 and lower bearing 68, and it can be seen that, unlike normal practice in the construction of trolleys, there is no cross-member 60 extending beyond the lateral supports 66, 68 This construction without a crossbar allows the 37-inch height of the roof, as when using a carriage body cross member 60, would be added to the thickness of this part to minimize the separation above the side frame structure used. . In the side rails of end B, a stabilized pivot bearing seat 90 is provided that can withstand high vertical loads. The bearing seat or shelf 90 cooperates with a bearing shoe 92 on the side rails of the end A 62 of a adjacent platform 44. This construction, best shown in Figure 16, results in a roll stabilizing support that essentially connects adjacent covers 54, which greatly reduces the rolling of the carriage body in a less than perfect way. Estuary is particularly important where the trailers 82 are carried on a bridge of an articulated joint, because this construction reduces the transverse deformation of the trailer 82 that the relative rolling could otherwise induce. Near the end B of the adapter adapter 43 and intermediate 44 platform, but inside the frame rail there are a pair of structural connections 94 extending from the left side rail 62 to the left side of the center rail 73 to the right side of the center rail 73 and therefore to the right-side member 62, as shown in Figures 19 and 20. These connections 94 are made of the two cross connections 94 and the upper cover plate 74 of the center member 73 and provide the capacity of vertical load necessary to the side beams 62 as would be given by the crossbar 60 in a conventional carriage body construction, but without introducing the additional height of the conventional crossbar 60, as already discussed. That is, these connections 94 support the ends of the side beam 62 and transmit loads of the vertical side beam 62 to the center beam 73. THIS STRUCTURE ALSO IN THE INTERMEDIATE PLATFORMS 44 AND OF RAMP 45 AT THE END OF A ???? An interlaminar cover structure, best shown in Figure 21, is preferably provided where the covers 54 of each articulating platform 43, 44, 45 are engaged. For example, as shown, in the cover connection of the adapter platform 43 to the first intermediate platform 44, the cover structure 54 is interlaminated with its companion such that when the segment 40 surrounds a curve there is no carving of a platform 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 the interlacing of the roof end structures in this manner, which is common to all joints, is that an uninterrupted end-to-end platform of the entire segment is provided.,, which has shown great speed in the loading process. As shown, the end B of the cover 54 has a cutaway curvature 97 near each lateral beam 62 within which a correspondingly curved extension 99 of the end A of the adjacent cover 54 can be received when the platforms follow a curve. Referring again to Figure 16, the construction at the end A of the adapter platform 43 is more conventional because BÍ has a cross member 60, the center beam AAR stop 64, a center plate 61 and the elevator 49 links. the intermediate and ramp platforms 44 and 45, however, the adapter platform 43 at the end A supports only one end of a platform, thus carrying much less weight than the other frames 51. This allows the use of a 28 inch wheel of diameter in the frame 48 below the end A which provides an additional 5 inches above the frame structure 63 and allows the application of the aforementioned central box beam beam member 73. Another feature of the adapter platform 43 is that it allows the use of a 36-inch-high containment 86 at the A-end which prevents driving a trailer off the end of the carriage platform in the event of an operator error.
INTERMEDIATE PLATFORM The intermediate platform 44, as shown in Figures 6-8 shares almost all of the features described above, except that it has a frame 51 at the B-end only, and the center-beam 73 at its connection to the side-beams 62 is essentially identical at both ends. The end A of the center member 73 carries a male joint joint connector 52. The proposed articulated joint Cardwelll Weetinghouse type SAC -1 is designed to take the weight of the platform 44 from the male half 52 to the female half 50 at the end B of an adjacent platform and then down to the frame 51 associated with the female connector 50. Additionally, the end A has the carrier shoes 92 mentioned above and the end B has the bearing shelves 90. The bearings or supports 66, 68 of the frame 51 is used to lock the end B of the intermediate platform 44 against rolling movement, and the bearing shelves 90 cooperate with the bearing shoes 92 at the end A of an adjacent platform, in the same manner described for the platform of adapter 43, to provide stability to the wheeled. This coupling of the side rails of adjacent platform 62 results in the stabilization of the end A of the intermediate platform 44 by the end B of an adjacent platform. This of course implies that the end B of the intermediate platform 44 is stabilized when rolling by the lateral bearings 66, 68 of an associated frame, which is secured when using side bearings with constant contact. Any number of intermediate platforms 44 can thus be assembled in a segment 40 with an adapter platform 43 at the tip and a ramp platform at the tail. A three intermodal segment preferred at present would consist of 11 platforms, properly, an adapter platform 43, intermediate platforms 44, l ramp platform 45. This particular combination is preferred primarily to achieve economy in the braking system and an easy interchangeability of intermediate platforms 44 in groups of three within a segment 40, to produce shorter or longer segments, or make repairs without having to remove equipment from the service. RAMP LOADER PLATFORM The ramp loading platform 45, shown in Figures 11-13, is very similar to the intermediate platform 44 in that it has a frame 48 only at the end B and depends on the sliding connection of the side beams 62 to provide a rolling stability at the A-end. The mentioned sliding connection is the friction coupling of the bearing shoes 92 at the end A of the ramp platform 45, with the bearing shelves 90 at the B-end of a platform adjacent 44. Re going to the drawing, end B employs a 28-inch diameter wheel of beater 48 in a manner similar to that of end A of adapter platform 44, but has no carriage body cross member, the lower height height deck on the 28-inch 48-inch deck is used instead, to reduce the deck height at the B-end down to 32-inches when tilting the length of the 45-inch 37-inch ramp platform n the end A to 32 inches at the end B. On the other hand the ramp platform 45 is identical to the adapter platforms 43 and intermediate 44. The reduction in deck height at the end of the ramp platform 45 where the ramp 46 is attached, reduces the length of the ramp 46 necessary to ascend from ground level to the deck. This length could be further reduced by tilting an extended portion 56 of the cover downwardly beyond the end of the ramp platform 45 at its point of attachment to the ramp 46. The length and therefore the weight of the ramp 36 are greatly reduced. by this technique, thus allowing the simplification of the lifting mechanism of the ramp and stowage. As a result, the deck height at the B-end of the ramp platform 45 is only 171/4 inches above the top of the rail on the end rail. Hinged to the wagon structure at this point is the loading ramp 46 which is only 10 feet 3 5/8 inches long. This short ramp length can efficiently counterbalance throughout its operating angle of more than 90 degrees using a spring tension device 160, shown in Figures 22-23, mounted at the end of the ramp platform 45. In the fully position raised, 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 that the prayer returns to the ramp platform 45. In at this point, however, positive stops provided on the sides of the ramp 46 prevent further folding and hooks provided adjacent the stops, can be manually engaged so that the ramp 46 can not be pulled down until the hooks are manually removed. Operating in parallel with the spring balance mechanisms just described, there is an air cylinder 162. When the aforementioned retaining hooks have been manually removed or released, air can be introduced to this cylinder 162 to overcome the torque caused by the small negative plate arm and lower the ramp 46. Once this has passed, the unbalanced portion of the weight of the ramp 46 will tend to polish the piston out of the cylinder 162 and to deploy it to its loading position. The speed of this operation can be controlled by throttling the bar end air outlet of the cylinder 162. Air for the operation of the cylinder 162 can be supplied from a special container loaded by an equalizer tube of the main vessel when the train is coupled. This container can have a size that allows at least two operations of the ramp 46 from an initial load of 130 psi 9, lkg / cm *. It is also preferably provided to take the air from a service tractor for this operation without requiring the particular load some other part of the pneumatic system of the train. The force pulling the cylinder piston 162 during the lifting of the ramp 46 can be positive or negative. That is, the ramp can be designed to be slightly overbalanced or sub-balanced by the spring and cam mechanism 160. Sub-balancing is preferable since this would allow manual descent of the ramp 46 in an emergency situation where air was not available for its operation, likewise its balance prevents the nose of the ramp 46 from vibrating or bouncing when the trailers are rolled upwards. As best shown in the more detailed view of the same platform coupler mechanism in Figures 22 and 23 when the ramp 46 is raised, the coupler side faces extend beyond the actual position of the ramp 46 to prevent interference between the end of the ramp platform 45 and any platform that is coupled to it. Thus, the ramp end of the platform 45 can be coupled to another ramp platform 45 without difficulty. In addition, if couplers of the rapid transit type 107 as shown in the drawings, the coupling can also be carried out with electrical and air connections. Two coupler connections are possible. The first as shown in Figures 22-23 and 28-33 uses a transit type coupler 107 at a height of 20 inches and would be a very correct application, but would allow the ramp platform end 45 of a segment 40 pulled out by conventional equipment without some kind of adapter, an alternative coupler connection shown in Figures 24-27, uses a standard ball coupler 47 and can take it to a standard coupler height. In both cases a retractable coupler is preferred. Referring again to figures 22 and 23, after the ramp 46 has been tilted upwards, the coupler lifting mechanism 170 can be operated by raising the ramp 46 and the shown articulation oscillates to the coupler 170 to its operating position. It should be noted that while the coupler 107 is supported from below by the lifting mechanism 170, the flat faces of the two transistor couplers, when put together, will lift their heads another half inch or so, so as not to have wear and interference between the two. the lifting mechanism 170 and the coupled couplers 107 when the three travels quickly. In the alternative coupler 47 shown in Figs. 24-27, a much more elaborate lifting mechanism 180 is needed because the coupler 47 and the pulling apparatus must rise to the standard height of 34 1/4 inch. This method allows coupling to conventional equipment without an adapter. This coupler 47, although universal, would not be particularly advantageous for operations where it is desired to operate trains consisting of two segments 40 coupled to the 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 unit ramp 146, as shown in Figures 28-31. The same types of couplers can be used as described above. Similarly, a transit type coupler 207, shown in Figures 32-33 is preferably used, likewise the spring tension device 160 is used to operate an evaluating mechanism 190 to control the raising and lowering of the ramp 146. SUB-SYSTEMS Trailer Mooring Down Each of the three platform mounts 43, 44, 45 is equipped with two upwardly jabbed notches or tractor operated couplers spaced 29 feet apart. This distancing allows the loading of all platforms 43, 44, 45 with either two 83-inch 28-inch trailers or one 82-foot 40-57-foot long trailers between two racks. If desired, a 28 foot "pup" traile could also be loaded and followed by a long trailer 82 grasping the articulated joint between two platforms. The notch 80 used is modified to increase its width in the vertical prop base, which is necessary to control the rolling of the trailers in non-AAR trailers, which have to be transported. Since the segment 40 will never be put on the spine, the normal cast upper plate can be removed and low weight pressed steel used in the design. Finally, the terminal tractor will be equipped with a closed television circuit in order to improve safety and reduce the loading time in systems that depend on the communication between a base man and the operator, another proposed feature for the charging system is an electrical terminal lock monitor that can be implemented to indicate the proper locking of both the kingpin on the upper plate and the diagonal strut in the raised position. A hydraulic cushioning system is also proposed to both reduce noise and promote service time of the notch system compared to non-cushioned notches. COOLING The braking system, shown schematically in Figure 34, may be the most important of the subsystems. The basic system is a graduated release design of two tubes (main vessel tube 202 and brake tube 204) in which the cylinder pressure develops in response to pressure reduction in the brake tube 204 and Descends as the pressure is restored Preferably uses a modified ABDX 206 control valve to supply brake cylinder pressure for every three racks, control valves 206 are mounted to the first intermediate platform, intermediate third, sixth and every third Next platform Each platform that is not equipped with a control valve 206 has a vent valve # 8 to assist in the brake transmission emergency., the adapter platform 43 and the ramp 45 carries each electro pneumatic tube control unit (BPC) 210 which will be described later. The use of a second tube, properly the main container tube 202, serves three purposes. The first is to allow a trailer locomotive that in a long train provides or receives air from a remote locomotive or driving cabin, say the train head, allowing a double ended operation with power only at one end of the train. The second is to eliminate the thinning of the brake tube 20-4 and activate its rapid response during the increase in pressure. Finally, the main container tube 202 can be used to supply air for the release of the spring application parking brake 212 in those frames that are thus equipped. Brake Pipe Control The BPCU on the 43 adapter and ramp 45 platforms of each segment includes a pair of magnet valves arranged to be operated by 1tren line wires, which may be in the MU locomotive, cable 200, in combination with the engineer's brake valve, a CS-1 brake tube interface unit in the locomotive as will be discussed further in the Locomotive Sub-System section in this description. When the pressure reduction of the brake pipe 204 is requested by the locomotive, the magnet valves of application in each BPCU 210 in the train will let out pressure locally causing a rapid reduction to the pressure established by the brake valve in each point where a BPCU is installed, thus instantaneously applying braking through the train and reducing both the strength of the train and the stopping distance, when the command has been satisfied from the locomotive by the brake tube 204, the valves in each BPCü 210 they will be de-energized and no brake tube pressure change 204 will occur. Similarly, when the engineer changes the brake valve by setting the pressure increase in the brake tube 204, the locomotive interface CS-1 will energize the magnetic supply valves in each BPCU 210. B air supply to the BPCU 210 comes from the main container of equalizing tube 202. so that the brake tube 204 is quick and equally recharged at both ends of each segment in a train, and there is no thinning. This electro-pneumatic brake tube control will be very effective in trains made of multiple segments, and since only 4 control valves 206 are required for a segment of 11 platforms, the additional low cost of the tube between 202 and the two BPCU 210 remain covered by the reduction in the number of valves, together with greatly improved performance. Other important parts of the braking system are the brake foundation rigging than in a brake mounted on a TMX 212 frame on all frames except the 28-inch chassis of the loader that is equipped with a brake 214 simply mounted on WABCOPA II frame. Bl TMX is a special design that produces high brake shoe strength and a high proportion of braking for the train. Parking Brake Applied with Spring In addition to the simple electro-pneumatic brake tube control system, a spring-applied parking brake 216, as best shown in Figures 35-39, can be provided in the fourth, fifth and sixth rack. counting as 1 the 28-inch frame 48 below the adapter platform (43). This parking brake 216 is under the control of a parking brake control valve 218 as shown in Figure 35, and is released by the presence of a brake pipe pressure of more than 70 psi (4.9 kg /. cm?). Parking Brake Control The parking brake control valve 218 does not allow, however, application of the parking brake 216 until the pressure in the brake tube 204 has been reduced below a nominal value of 401b / inch. be 2.8 kg / cm, and even then the parking brake will be inhibited as the cylinder pressure is present in the pilot valve 220 by double checking of the spring brake. This is achieved by several parts of the parking brake control valve 218 as will be described below. Load - Normal Operation During the initial loading of the train under normal conditions, in the main container tube 202 the pressure will rise rapidly to a high value. Furthermore, since all the air supplied to the BP 204 comes from the main vessel, this value will always be higher than the pressure in the brake tube. Thus the air flow in the parking brake control valve 218 through its MR port, passes through the load check valve 222, and stops the load check valve 223 from the pipe connection brake on your seat thus preventing any airflow from BP to the system and keeping the BP 204 response as fast as possible. Since initially the DEBP 204 will be lower than the nominal 40 lb / pus, the operable valve 224 will be possible in this application as shown, so that greater air flow will take place and the parking brake 216 will remain applied. Once the brake pipe pressure rises to a value in excess of the nominal 40 lb / in *, the operating valve 224 will change, and connect the load check valve 222 of outputs to 1 spring brake release cylinder 226 through the parking brake interlock double check valve 220, compressing the spring and releasing the spring force on the brake shoes of all frames under the control of the parking brake release valve 218. A As the face of the train continues, the pressure in the spring brake release cylinders 226 will rise to the value of the MR 202 tube. Loading - towing operation There will be occasions when it is desirable to tow the segments 40 of the intermodal train in a conventional train where the MR 202 tube is not available, and the spring applied parking brake 216 does not interfere with this operation. In such a case there is no pressure in the MR 202 tube and as BP 204 is loaded, the flow of air through the control flow restrictor 228 and the lateral load check BP 223, holding back the lateral load check MR 222 in its seat and preventing loss of air BP 204 to the non-pressurized MR 202 tube. The air will then flow to the coil of the operating valve 2224 where it will be initially stopped by the fact that the coil does not move until the brake tube pressure has risen above the nominal 40 psi, as before. Once the tube pressure rises above that level, the coil of the operating valve 224 will move (to the left in Figure 35) by connecting the pressure of the brake tube to the spring brake release cylinders 226 , like before. However, it should be noted that in this case the air for the release of the spring brake is supplied by the flow control restrictor 228, whose size has been chosen to prevent the opening of the operating valve coil 224 to the straightening cylinders 226. of empty spring brake causing a significant drop in brake tube pressure which could otherwise cause unstable operation of valve 224, or even on train brakes in an emergency. Operation of the Parking Brake During the Application and Release of the Service Brake When the brake pipe pressure is reduced to the normal service application of the train brakes, the pressure after the recovery will always be greater than 40 Ib / ul ' · And operating valve 224 will remain in its normal released position (coil moved to the left in the diagram). The brake tube side load check 223 remains in its seat and no air flows to BP 204 from the parking brake system 216, 218. The ABDX 206 control valve will supply air to its brake cylinder port, however, and this will flow to the brake cylinders in a normal manner. This pressure will also enter the parking brake control valve 218 at the brake cylinder port and pressurize the right-hand side of the double check parking brake interlock 220, which is seated on the right by the air already present in the loaded spring brake release cylinder 226. Thus neither BP204 nor the brake cylinder operation is affected in the least by the presence of the spring parking brake system 216, 218. Upon ordering the release of the service brake the brake pressure rises as ordered, but no part of the parking brake control valve will be affected. When the brake cylinder pressure is released, the pressure on the right-hand side of the double interlock check valve 220 will be reduced but, since this valve remains against its right-hand seat at all times during braking, it does not there is again operational difference in the braking equipment as a result of the applied parking brake 216. Operation of the Parking Brake During Emergency Brake Application and Release When the brakes are applied in emergency, the pressure of the brake pipe is It rapidly reduces to zero and the ABDX 206 valve reacts by providing the maximum pressure of the brake cylinder, which must always be less than about 51b / in2 (.35 Kg / cm) to which the BP 204 had been. brake tube is necessarily less than the nominal pressure of change 40 lb / cu.ft. of the operating valve 224, the device of the operating valve 224 will move to 1 position of apli and connect the left-hand side of the interlock double check valve 220 to the atmosphere and attempt to vent the spring brake release cylinders 226, thereby applying the spring brake 216 on the top of the pneumatic brake standard. which is very undesirable and could cause displacement plates and wheel damage. This circumstance is prevented, because the pressure of the brake cylinder of the control valve 106 is formed in the port on the right hand side of the interblock valve 220 more rapidly than that which falls on the left side, by changing the valve 220 and preventing the pressure that the pressure is ventilated by the spring brake cylinder 226. Thus the aforementioned excessive braking formation is avoided. As the pressure of the brake cylinder dissipates after the emergency due for example to a system leakage, the pressure on the right-hand side of the interlock valve 220 is reduced, the force that would apply the spring brake 226 It is lost as pneumatic cylinder force, thus ensuring that the train will be kept in place until the brake pressure has been restored. In case you want to release the. parking brake 216 manually without air, means will be included in the spring brake mechanism 216 to perform this feature.
Spring Brake Operation In operation the spring pack 230 best shown in Figures 361-37e tries to force the crank lever to rotate to the transfer lever 236 and apply the spring brake 216, while the cylinder Release of the spring brake 232 overcomes this tendency and keeps the crank lever 234 rotated against its stop, in which position it remains, with no interference with the normal operation of the transfer plate 236, as is more clearly shown in the position diagrams of Figures 37a- 37e. The double check of the spring brake 220, as already mentioned, provides an interlock to prevent the application of the spring brake 216 on the upper part of the service brake in an emergency and / or decomposition situation. Figure 37a-37e also shows, in principle, the method with which the applied spring parking brake 216 can be released manually. It can be seen in those Figures that the crank lever 234 carries a ratchet 238 that normally engages the transfer lever 236 of the rai system and forces this lever 236 to rotate and apply brakes when the air is vented from the spring brake cylinder 232. Referring to the more detailed drawings of the applied spring parking brake 216 in Figures 38a-39, the pawl is provided with an operating shaft or spindle 230 extending to a convenient point on the side of the frame or frame. The operable shaft 240 can be pulled with a simple plate carried by an employee or maintenance personnel and when this is done the connection between the spring 230 and the transfer lever is lost, and the spring 230 pushes the release cylinder from the bottom 232, while the brake shoes are moved away from the wheels by the standard release spring, 1 in the TMX brake cylinder. State Monitoring There are only two defects that occur in the train and that can lead to derailing superheated wheels, which can break and superheated core bearings that can stick or grab or burn. The primary purpose of the state monitors system is to prevent those two serious defects and their consequences. The system can communicate the state of the train to its crew, or electronically to a screen in the operation cabin, depending on the preferences of the railway. The monitored conditions are the temperature, of all the bearings, and if the brakes are scraping. By checking the bearing temperature for a potential fault, sufficient electronic logic is provided to sense both the temperature rise rate, the temperature differences within the frame, and to exceed a predetermined maximum temperature for any bearing. The logic of the system will also detect a broken sensor, and point out this defect in a different way than what is used in the current equipment. This can be a light of any color or a specific electronic message. The attached brakes are checked by detecting the position of the brake cylinder in each frame with a nearby switch, so that if brake scrapes are present, this will be immediately indicated by pointing to the fact that one or more brake cylinders are not The released position in which they should be. If desired, a pressure switch could be added to each control valve, establishing the fact that at least fifty percent of the full service brake application is in effect. This would allow controlling both the fact that the brakes are not loose and that sufficient pressure to cause the effective brake application is being supplied. This Logic can be used to indicate that the brakes are applied and released or released properly on each carriage, within the meaning of the power brake law for the initial terminal inspection. Locomotive Interface Unit. one of the difficulties in building an integral train, it is like applying a standard locomotive with its limited connections to the train (usually only the pneumatic brake tube interface) to transport and receive the somewhat larger amounts of information required by a state controlled system and electronically assisted brake system. Referring to the simplified scheme in Figure 40, the solution of the intermodal train to this problem is to provide the ramp platforms 45 and the adapter 43 of each segment 40 with a small computer 252 and the modem 254 mounted on the BPCU 210, operating at a relatively low frequency on the brake application and the release wires, which are located within the MU 200 cable, and provide wire connections of the train line from the locomotive to the nearest of those computers. Since the commands to the braking system are made only on the extreme platforms in any case,. only the state maintenance system needs to use electronic communications. Thus, a simple 256 wire (plus the ground wire) of the communication system to the status monitoring node in each platform, must be the only necessary to take information from all 11 platforms 43, 44, 45 of a segment 40 in the small computers 252 in the two segment ends. From these ends, connections to the locomotive or control cabin can be made by simply inserting a 250 closing wire into the locomotive, the 20027 MU cable using the positive and negative wires are the conventional 72 VDC battery of the locomotive as a power source , and communicating to the locomotive through any free train line wires that may be designated by the individual railroad. It is assumed that the digital communication in a single wire would be through the modem 255, which could be part of an independent locomotive interface unit (LIU) 245 in the cabin of the locomotive. The LIU 245 would include a 247 display and connections to the track gauge test settings to match the scales of the brake pipe and the locomotive control console vessel. Since the difference between the brake tube and the equalizing vessel determines whether the application magnet, the release magnet or no magnet should be energized by the BPCU in each segment 40, this provides all the information and communication capacity that must be necessary. It is also born that equipping any locomotive for service in an intermodal train is a matter of a few minutes, requiring no more practice than necessary to connect in a box and connect two small pneumatic tubes to the track range test settings ( that are already there) for this type of connection. In the event that the brake valve of the locomotive is not equipped for a graduated release this characteristic can easily be added to the brake valve 26. The communication between the LIU 245 and the intermediate train segments 40, would be by digital communication by the wires of the train line on the 200MU cable from the LIU 245 to the BPCU 210 on the segment end adjacent to the locomotive, then from one BPCU 210 to the other BPCU210 in that segment. As described above, the individual wheel bearing temperature sensors 258 and the brake cylinder position sensors 260 may be provided in each frame to detect the information necessary for the small computers 252 to the BPCU 210. the individual sensors 258 260 can be wired 262 to the electronic BPCU 210 separately, and that cable 262 preferably does not pass from segment to segment, or locomotive as the wires and application and release. Since removable plugs would only interrupt wire communications between the locomotive and the following segments but not the sensor cable 262, this path, with no more than ten plugs, would be of very low resistance and would not require high voltage for reliable communications. The communications protocol should be directed to each segment for surveillance purposes (the brake control being a physical circuit) probably by a pre-assigned number or address. The BPCU 210 in each segment would have a memory to store from the individual platforms, the current address data. Thus, manually programming a locomotive interface unit 245 to communicate with a platform 10 intermodal train would only require setting up 10 addresses which can be done manually or automatically or a base in front of daisy chain rear. A typical display 245 of the LUI 247 could simply indicate whether or not there are exceptions to normal operation. If there is an exception, the operator may request more information. The display 245 can also present the conditions of the brake monitoring system which in the absence of an exception, shows the conditions of either the low, released or applied braking rate. In the LIU 245 logic (which has the equalizer vessel and pressure information in the brake tube) it will be a simple matter to determine the braking state of the brakes, the logic will then report brake cylinders not released as "low rate braking" "Its a braking command is in effect," brakes applied "if there was no release of brakes and fifty percent pressure is in effect, and" brakes scraping "if a release is commanded and enough time has passed since the command of release to cause all the pistons to recoil, but one or more have failed to do so. "Released brakes" would be reported when no piston was not in the release position. When reporting "brake scraping" to an alarm or exception base, this indication must correspond according to rules determined by the railroad. As this system requires very little in the way of sending the brake, application and release signals, and communications are only required on demand from the electronics car to the 11 platforms, it would not be necessary to require anything more substantial than a system. telephone with several numbers from the locomotive to the individual segments. In addition, communications would always be initiated by the locomotive asking the segments one by one if there are exceptions. Only if an exception is found would there be more inquisitions, so communications would be at a low rate without sacrificing response time. Although certain embodiments of the invention have been described in detail, it will be appreciated by the technicians that various modifications of those details may be developed in light of the general teaching of this presentation. Therefore, it is intended that the described modalities be considered only as examples, without any limiting character.