US3163129A

US3163129A - Skeleton car with long travel cushioning characteristics for transporting freight containers

Info

Publication number: US3163129A
Application number: US356392A
Authority: US
Inventors: Jack E Gutridge
Original assignee: Pullman Inc
Current assignee: Pullman Inc
Priority date: 1964-04-01
Filing date: 1964-04-01
Publication date: 1964-12-29
Anticipated expiration: 1981-12-29

Description

Dec. 29, 1964 J. E. GUTRIDGE 3,1 63,129 RISTICS SKELETON CAR WITH LONG TRAVEL CUSHIONING CHARACTE FOR TRANSPORTING FREIGHT CONTAINERS Ongmal Flled Apnl 11 1960 12 Sheets-Sheet 1 Z". Ga?

Dec. 29, 1964 J. E. GUTRIDGE 3,163,129

SKELETON CAR WITH LONG TRAVEL CUSHIONING CHARACTERISTICS FOR TRANSPORTING FREIGHT coumusas Original Filed April 11,- 1960 12 Sheets-Sheet 2 ,w'" s H.

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SKELETON CAR WITH LONG TRAVEL CUSHIONING CHARACTERISTICS FOR TRANSPORTING FREIGHT CONTAINERS Original Filed April 11, 1960 12 Sheets-Sheet 3 I 3,163,129 SKELETON CAR WITH LONG TRAVEL CUSHIONING CHARACTERISTICS Ryan? 76 E Gufiriqy l2 Sheets-Sheet 4 J. E. GUTRIDGE FOR TRANSPORTING FREIGHT CONTAINERS Original Filed April 11, 1960 ull l lulill'lll IIII II|I\ Illl Sw m/915E:

Dec. 29, 1964 Dec. 29, 1964 J. E. GUTRIDGE 3,163,129

SKELETON CAR WITH LONG TRAVEL cusmomuc; CHARACTERISTICS FOR TRANSPORTING FREIGHT CONTAINERS Original Filed April 11, 1960 12 Sheets-Sheet s Dec. 29, 1964 J. E. GUTRIDGE 3,163,129

SKELETON CAR WITH LONG TRAVEL CUSHIONING CHARACTERISTICS FOR TRANSPORTING FREIGHT CONTAINERS Original Filed April 11; 1960 12 Sheets-Sheet 6 W s 0 a a a w A 1 Q. K. JJMH 1 r M m y z a Z w 2% a m u l i 2; W fl v F P} I L l L fi 18 0 42 i a/016E fiuf'rqy e Wm T/YQ Wm;

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Dec. 29, 1964 J. E. GUTRIDGE SKELETON CAR WITH LONG TRAVEL CUSHIONING CHARACTERISTICS FOR- TRANSPORTING FREIGHT CONTAINERS 12 Sheets-Sheet 8 Original Filed April 11, 1960 Wm, 3M

1954 J. E. GUTRIDGE SKELETON CAR WITH LONG TRAVEL CUSHIONING CHARACTERISTICS FOR 'rmnspommc FREIGHT com'unzas Original Filed April 11, 1960 12 Sheets-Sheet 1O Dec. 29, 1964 J. E. GUTRIDGE 3,163,129

SKELETON CAR WITH LONG TRAVEL CUSHIONING CHARACTERISTICS FOR TRANSPORTING FREIGHT CONTAINERS Original Filed April 11, 1960 12 Sheets-Sheet 11 NH l U IU NWWHM @0165 Gairz'd ya 5? 777m, 3W 7 $2 aaigsr Dec. 29, 1964 J. E. GUTRIDGE 3,163,129

SKELETON CAR WITH LONG TRAVEL CUSHIONING CHARACTERISTICS FOR TRANSPORTING FREIGHT CONTAINERS v Original Filed April 11, 1960 12 SheetsSheet l2 [TILE mw FILTIL Q M E i i i United States Patent 3,163,129 SKELETGN CAR Willi LQNG TRAVEL CUSHEGN- ENG QHARACTERETECS FOR TRANLBPGRTENG FEEEGHT CUNTAHNEE Jack E. Gutridge, Dyer, 1nd,, assignor to Pullman Incorporated, Chicago, Ill, a corporation of Delaware Continuation of application Ser. No. 21,331, Apr. 12, 1969. This application Apr. 1, 1964, Ser. No. 356,392 24 Il. 195-4558) This application is a continuation of application Serial No. 21,331, filed April ll, 1960, now abandoned.

Ny invention relates to a railroad car for transporting freight containers, and more particularly, to a railroad car structure employing a skeletonized underframe structure carrying a container support platform or carriage that is cushioned against longitudinal impacts in accordance with the principles described in the copending application of William H. Peterson, Serial No. 856,963, filed De cember 3, 1959, now Patent 3,003,436, granted October 16, 1961 (the entire disclosure of which is incorporated herein by this reference).

Lading damage resulting from coupler impacts and the claims resulting therefrom have always been a major problem for the railroad industry, but during recent years the problem has been greatly magnified by increased service speeds with the resulting increase in severity and frequency of coupler impacts between freight cars.

The invention of said Peterson application Serial No. 856,963 provides a new approach to the protection of lading in transit on railroad cars, which is applicable to both standard railroad cars, such as boxcars and flatcars, as well as to cars specially designed for piggyback and freight container systems of handling freight.

As disclosed in said Peterson application Serial No. 856,963, during impacts, changes in the absolute velocity of the lading, which are normally caused by stopping and starting of the car, and by impacts against the car couplers during transit, are afiected by adding or subtracting kinetic energy to the lading through the frictional forces acting between the lading and the car as well as the pressure of the car end wall on the lading (the car end wall involved depending on which car coupler is initially subjected to the longitudinal shock and whether the shock is in buff or in draft). Said Peterson application discloses that damage free lading protection against longi tudinal impacts (that is, impacts applied against the car couplers) can be obtained if there is interposed between the couplers and the car body containing the lading a cushioning device or arrangement having a cushion travel sufficient in capacity and length that the absolute velocity of the lading is changed to that required by the Law of Conservation of Momentum for Inelastic Bodies by employing to a substantial degree the frictional forces acting between the lading and the car, as distinguished from the compressive forces applied to the lading by the car end wall. This novel approach is particularly applicable to resilient lading (goods packed in fibre boxes) and involves, among other things, extending the time of closure of the cushioning device employed sufficiently so that the changes that must occur to the absolute velocity of the lading (by reason of the aforementioned Law of Conservation of Momentum) occur to the lading as a unit. The length of travel found essential for U.S. railroad practices is in the range of to inches, and preferably is on the order of 30 inches.

It has been found, as disclosed in said Peterson application, that a cushion travel in this range permits the inherent stability of the load and the friction between the lading and the car body to act as substantial factors in creating the lading acceleration (either positive or nega- "ice tive) necessary to achieve the absolute velocity dictated by the aforementioned Law of Conservation of Momentum, without developing within the lading the destructive compressive forces which cause lading damage.

Said Peterson application discloses that when the Peterson invention is employed to protect lading, the car structure may be greatly simplified, as impact stresses acting on the car body and underfrarne are necessarily greatly reduced, and that this applies to cars and freight container bodies employed in the practice of piggyback and container system of handling freight.

My invention is an example of the car and freight container simplification made possible by said Peterson invention, and it contemplates in one form of the invention a railroad car employing a skeletonized deckless underframe carrying a freight container supporting carriage or platform that is mounted for movement longitudinally of the underfrarne and having a cushion device of the type contemplated by said Peterson application interposed between the carriage or platform and the underframe. The car underframe otherwise includes only sufficient structure necessary to support and make operable the conventional equipment required by A.A.R. regulations, such as couplers, draft gear, uncoupling devices, brakes, ladders, and the like.

it is therefore a principal object of this invention to provide a railroad car of simplified design for use in practicing piggyback and freight container systems of handling freight, which car employs the principles of said Peterson invention for transporting lading by rail.

Another principal object of my invention is to provide a freight container transporting car which is compatible with standarization of devices for latching or securing the freight container both to highway vehicle chassis and railroad cars.

Still another principal object of the invention is to provide a dual purpose flatcar arrangement that accommodates both demounted freight containers and highway vehicle chassis mounted containers, and provides cushioning for both.

Gther objects of my invention are to provide a low cost railroad car particularly adapted to transport simplified box-like freight containers, to provide a long travel cushioning arrangement embodying the invention of said Peterson application, to provide an improved platform or carriage construction for securing freight containers to railroad cars, and to provide an improved system of ham dling freight that is applicable to both the container and piggyback freight handling systems.

Further objects, uses and advantages will become obvious or be apparent from a consideration of the following detailed description and the application drawings.

In the drawings:

FlGURES 1A and 113 when considered together form a composite diagrammatic perspective view of one em bodiment of my invention having several freight containers applied thereto, with the freight containers being shown only in outline;

FEGURE 2 is a diagrammatic cross-sectional view approximately along line 22 of FIGURES 1A and 10;

FEGURE 3 is a composite plan view of the railroad car of FIGURES 1A and 12, with the container support platform or carriage being omitted from the right hand end of the car for clarity of illustration and showing a different way of arranging containers on the car (the containers being shown in outline), parts being broken away to facilitate illustration;

FIGURE 4 is a fragmental plan view of one of the container carriage or platform support assemblies forming a part of the carriage or platform of the embodiment of FIGURES 13 on an enlarged scale;

FIGURE 5 is a fragmental cross-sectional view approximately along lines 55 of FIGURE 3, on an enlarged scale and with the cushioning device omitted;

FIGURE 6 is a fragmental cross-sectional view along line -6 of FIGURE 4;

FIGURE 7 is a fragmental cross-sectional view approximately along line 77 of FIGURE 3, on an enlarged scale;

FIGURE 8 is a fragmental cross-sectional view approximately along line 88 of FIGURE 4, illustrating one of the container support bracket structures employed in connection with this invention, with the solid line shown illustrating the operative position of the bracket structure and the dashed line shown illustrating the inoperative position of the bracket structure;

FIGURE 9 is a diagrammatic perspective view of the container support bracket structure of FIGURE 8;

FIGURE 10 is a composite plan view of a modified form of car underframe contemplated by this invention;

FIGURE 11 is a composite side elevational view of the car shown in FIGURE 10;

FIGURE 12 is a diagrammatic fragmental cross-sec tional View approximately along line 1212 of FIG- URE 10;

FIGURE 13 is a diagrammatic fragmental transverse cross-sectional view substantially along lines 13l3 of FIGURE 10, on an enlarged scale;

FIGURE 14 is a diagrammatic transverse cross-sectional view substantially along line 14-14 of FIGURES 10 and 15A, on an enlarged scale and illustrating a modified container support platform or carriage applied to the car underframe;

FIGURES 15A and 15B when considered together form a composite plan view of the left hand half of a modified form of container support platform or carriage, with the containers being shown in outline;

FIGURES 16A. and 163 when considered together form a composite side elevational view of the car structure shown in FIGURES 15A and 15B;

FIGURES 17A and 1733 when considered together form a composite plan view of the right hand half of the modified form of container support platform or carriage, with the containers being shown in outline;

FIGURES 18A and 183 when considered together form a composite side elevational view of the structure shown in FIGURES 17A and 173, respectively;

FIGURE 19 is a diagrammatic cross-sectional view approximately along line 19-19 of FIGURE 178, with the modified container support platform or carriage shown applied to the railroad car; 7

FIGURE 20 is a diagrammatic fragmental cross-sectional View approximtely along line ZIP-2i) of F1"- URE 15A;

FIGURE 21 is a diagrammatic cross-sectional view through the carriage or platform approximately along line ill-21 of FIGURE 15A;

FIGURE 22 is a diagrammatic perspective View of the antifriction support and guide device shown in FIG- URE 20;

FIGURE 23 is a fragmental cross-sectional view approximately along line 23-23 of FIGURE 15A;

FIGURES 24 and 25 are diagrammatic perspective views, in section, illustrating one embodiment of the specific long travel hydraulic cushion device that may be used in practicing my invention and the invention of said Peterson application, showing said device in extended and contracted positions, respectively;

FIGURES 26 and 27 are diagrammatic end views illustrating' the container support bracket spacing contemplated by this invention together with the spacing of the corresponding supporting sills of a highway vehicle truck chassis and railroad car respectively in accordance with this invention;

FIGURE 28 is a diagrammatic representation of a suitable container latching device that may be interchangeably employed on truck chassis and railroad cars in accordance with this invention;

FIGURE 29 is a View similar to that of FIGURE 27, but showing the railroad car of this invention modified to permit a highway vemcle, such as a trucl -tractor and trailer chassis, to be driven onto the car for end loading trailer bodies on the car;

FIGURE 30 is a diagrammatic exploded perspective view showing certain features of this invention applied to a standard railroad car fiatcar and illustrating a container support platform or carriage that is adapted for connection to trailer chassis kingpins as well as for support of freight containers, with the platform or carriage, the trailer chassis, and the container being shown in exploded relation; and

FIGURES 3134 are small scale diagrammatic side elevational views of the railroad car and cushion platform or carriage of this invention illustrating a number of diflferent ways that freight containers may be arranged on my car for railroad transit.

General Description Referring now more particularly to the diagrammatic showing of FIGURES 1A and 13, reference numeral 1%) generally indicates one embodiment of the invention including a skeletonized car underfra-me 12 carrying a container support platform raclc or' carriage 14, which is mounted for movement longitudinally of the car underframe on support assemblies 16. interposed between the platform or carriage 14 where indicated by reference numeral 18 is a long travel cushioning device of the type contemplated by said Peterson application, the structural features of which are shown in FIGURES 24 and 25.

The arrangement is preferably such that the cushion device 18 has a closure travel on the order of 30 inches and the car underframe 12 and platform or carriage 14 are proportioned to permit this relative movement between the two, as when coupler impacts are occasioned.

The railroad car underframe 12 in the form of FIG- URES 1-3 comprises a center sill structure 21 of inverted open box-like configuration in transverse section (see FIGURE 27) which is made up of a pair of spaced sill members 22 disposed in parallel vertical planes and joined together at their tops by a top plate structure 24. Sill members 22 are relatively wide or deep at their middle portions 25 and relatively narrow at their end portions 26 to provide'the center sill structure 21 with relatively deep and relatively narrow center and end portions 28 and 30, respectively. The sill members 22 below their top edges are joined together along their center portions by spaced diaphragms 32 and angle members 34 (see FIGURES 1A and 3). Planar vertical diaphragms 35 may be fixed between sills 22 at the longitudinal center of the car, and adjacent the car trucks.

The platform or carriage 14 is formed by longitudinally extending sill members 36 afiixed to the support assemblies 16 and having a transverse spacing comparable to the spacing between the underframe sill members 22 (see FIGURE 27) The top plate structure of the underframe extends the length of the center sill structure 21 and is interrupted where indicated at 40 in FIGURES 3 and 5 and a cushion carrier plate 42, formed with suitable spaced drain holes 131, as affixed to the undersurface of plate struc ture 24 (as by welding) to support the cushion device 18. The cushion device 18 is interposed between a pair of stop members 44 afilxed to other end of the cushioned carrier plate "42 as well as between spaced pairs of lugs 46 applied between the longitudial extending rigid frame members 43 that are applied between two of the adjacent support assemblies 16 (see FIGURES 1A and 3). Frame members 4-8 are braced by plates 49 rigidly connected between the respective members 48 and sills 36.

Referring to FIGURES 24 and 25, the cushion device 18 includes

follower members

31 and 33, which bear against the lugs 46 and stops 44 (these latter components together with the cushion carrier plate 42 and framing members 48 defining a cushion pocket 59 in which the hydraulic cushion device is received). Device 18 comprises a cylinder 62 and a piston head 64 having affixed thereto a tubular piston rod 66 which projects outwardly of the cylinder 62. The heads or closures 63 and 76 of the cylinder 62 and piston rod 65, respectively, form the

cushion followers

31 and 33, respectively, and these are held against the spaced pairs of lugs and stop members by high strength compression springs '72.

Cushion device 13 is double acting, as it efiects a cushioned transfer of impacts applied to either end of car 10, and it preferably is provided with a substantially constant force travel closure characteristic. The cushion pocket is preferably closed by a removable top plate 51 applied between framing members 48, as by employing suitable bolts (not shown).

The containers carried by car are generally indicated at 74 in FIGURES 1A, 1B and 3. These containers may be of any conventional design though preferably they are simple box-like construction. The containers 74 may employ suitable access openings and covers therefor and may be of right parallelepiped construction and carry suitable eyes 76 at their upper corners for crane lifting between the railroad car and a truck chassis or loading dock.

The containers 74 may be applied to a trailer chassis such as that diagrammatically shown at 75 in FIGURES 26 and for highway transit. As is well known in the art, highway trailer or truck chassis 75 adapted to carry or form a part of container or trailer bodies customarily include longitudinally extending frame members 78 on which the container body rests. These longitudinally extending frame members 78 are customarily spaced apart a distance in the range of between 34 and inches, which spacing is limited by regulations dealing with the spacing between the chassis wheels 81.

In accordance with this invention, the sill members 22 of the car underframe l2 and the sill members 36 of the container support platform 14 are given the same spacing as the spacing between the chassis frame memhers 78. Furthermore, the container bodies 74 are supported on and secured to the highway vehicle chassis 75 and railroad car support platform 14 by identical latching devices which are located on such sills, respectively, and thus are similarly spaced. The principal features of these latching devices are generally indicated at 8% in FiGURE 28 and devices 39 thus may be composed of a bracket structure 82 including a cone-shaped protuberance 83 that is adapted to be received in a recess 84 formed in the undersurface of the container 74 adjacent its respective ends 35 but spaced from its respective sides 85. The latching devices Si also include a pin 87 that is adapted to be received through

holes

83 and 89 of the container and bracket structure respectively to secure the two together, the pin being screw threaded into position in the container or. being held in place by a suitable latch 99.

A significant aspect of the indicated spacing of

sill members

22 and 36 in their corresponding bracket structures 82 is as follows:

The center of gravity of the typical mass system involving a standard highway vehicle trailer body as riding on its wheels or a container 74 mounted on a chassis 75 (see FIGURE 26) has a conventionally recognized maximum dimension above the ground which is the same as the corresponding dimension that is conventionally recognized for a mass system including a container 74 mounted on a car 10 (see FIGURE 27).

And it is conventionally recognized that as long as the load is braced against tilting from points outside a stability line drawn between the container center of gravity and the point of support of the wheel load on 6 the ground (or rails as the case may be), the load will be stable.

I have found in arriving at my invention that the spacing range of highway vehicle chassis longitudinal extending frame members falls outside this so-called stability line for mass system involving a container 74 mounted on either a chassis or a railroad car supported rack or platform 14, and consequently the rack and chassis sill spacing, and in particular, the spacing of the container support bracket structures 82 laterally of the vehicle, could be the same as the chassis longitudinal sill or frame member spacing that is conventionally employed, and at the same time eliminate the need for load bearing cross bearers in the railroad car 10.

It should also be appreciated that this avoids having to provide for container support structures that engage and support the containers at their corners, with consequent savings of materials and cost of manufacture.

The bracket structures 32 are applied in transversely disposed pairs to the chassis frame sill members and containers support platform sill members, respectively, and a standard spacing longitudinally of the chassis frame members and platform sill members is employed be tween pairs of bracket structures, such as required for supporting a container having a nominal 20 foot length. In a preferred arrangement, the actual containers are 19 feet 9 inches in length and the pairs of container support brackets and their corresponding recesses in the undersurface of the container are spaced apart on centers 19 feet 2 inches apart.

In the case of the highway vehicle chassis 75, the support brackets 82 may be applied adjacent the ends of the chassis longitudinally extending sills 78, as indicated in FIGURE 30, where the chassis is to support a 20 foot freight container, or an additional set of eight support brackets 82 may be applied to the chassis where the chassis is of sufficient length to support a 40 foot container.

In the case of the railroad car 12, the container support bracket structures 82 are pivoted to the support assemblies 16 (see FIGURES 4, 8 and 9) and intermediate the ends of the platform or carriage 14, the container support brackets are applied to the support assembly 16 in adjacent pairs so that the different container loading arrangements of FIGURES 31-33 may be employed if so desired.

Thus, at a loading point a container 74 may be applied to the chassis 75 by a crane, with the chassis bracket structures 32 being received in the recesses 84 of the containe-r body and pins 87 applied to the respective bracket structures and container body recesses to complete the respective latching devices 30 for securing the container to the chassis. Assuming that the container body 74 has been previously loaded, the highway vehicle is then driven through a suitable railroad yard for application to car it At the yard, the latching devices 89 are unlatched and the appropriate support brackets 32 of the car are positioned as shown in FIGURE 8 to receive the container when it is crane lifted from the highway chassis onto platform or carriage 14, after which the latching assemblies 8% are again completed by employing suitable pins 87 to the respective container body recesses and platform or carriage bracket structures as before described.

By selecting and appropriately positioning the container support brackets of the railroad car platform or carriage 14 in accordance with the length of the container to be carried, containers may be arranged on the car in any one of the ways suggested by FIGURES 3 and 31- 33, the support bracket structures not in use being swung to the positions indicated in FIGURES 1A and 8.

When sufiicient containers have been applied to the car to fully load it in the manner indicated above, the car is ready for transit. When an impact occurs, for instance, in the direction of the arrow of FIGURE 25, the underframe 12 moves under the impetus of the impact sheen 2s 7 against one 'end of the hydraulic device 18 to move the latter from the extended position of FIGURE 24 to the Contracted position of FIGURE 25. As the hydraulic device moves to its contracted position, hydraulic liquid is forced through orifices to dissipate in the form of heat substantially all of the'energy that is involved in the socalled impact effect when a car impacts against, or is impacted by one or more other cars; the cushion also adds to or subtracts from the platform 14, the containers 74, and their lading, the energy of the impact that is to be acquired thereby or lost therefrom (as kinetic energy) as a result of the impact (depending upon the condition of impact), 7

Under the impact condition of FIGURE 25, the impact has been applied to the coupler 91 at the right hand end of the car shown in FIGURE 1, and this forces the right hand stop member 44 against the hydraulic device closure member 68 forming follower 31, which presses the cushion device against the left hand pair of lugs 45 as indicated in FIGURE 25. Due to the inertia of the containers and their lading, and the connection between the containers and the platform or carriage 14, the absolute velocity of the platform or carriage 14 is initially unaffected by the impact, but the pressure of the hydraulic device follower 33acting on the left hand pair of lugs 46 gradually transfers the kinetic energy of the impact to the platform or carriage 14 and its containers. The cushion device continues to close until its parts have the op erative relation indicated by FIGURE 25, at which time, the containers and the platform '14 have the ultimate velocity dictated by the aforementioned Law of Conservation of Momentum.

After the impetus of the impact has been dissipated and the kinetic energy involved in the impact has been transferred to the containers and their ladingthrough the cushion device, springs 72 acting in tandem on heads 68 V and 70 restore the platform or carriage 14 and the containers to their normal central position with respect to the car 16. When the direction of impact is in the opposite direction, the functioning of the hydraulic device and basic principles of this invention applied to a standard flatcar 95 which has applied thereto a container support platform rack or carriage 14b conforming to the principles of this invention, with the hydraulic cushion device of the type illustrated by FIGURES 24 and being-employed between the car 95 and platform 14b where'indicated by reference numeral 96. The car 95 is supplied with stop members 44b and the platform 1412 includes lugs 4612 between which the cushion device is interposed. The platform or carriage includes the container support bracket structures 82 located approximately where indicated and the sill members 3612 have the spacing suggestcd by FIGURES 26 and 27. The platform 14b also carries a suitable trailerhitch device in theform of a fifth Wheel stand generally indicated at 97, which may be of any suitable type, but ordinarily includes a latching mechanism for engaging the kingpin of t-railerbodies.

1 Thus, the embodiment of FIGURE 30 is adapted 'to transport trailer bodies as Well "as containers, in a manner indicated in FIGURE 4, since the platform or carriage 14b is sufliciently narrow to either permit the highway trailer chassis to be driven by its tractor onto the car from one of its ends for positioning the trailer body kingpin over one of the fifth'wheel stand kingpin latching devices 97, or to be crane lifted to such position. trailerbody may be applied torthe fifth wheelstand in The accordance with any conventional practice, depending upon the type of fifth wheel stand employed though customarily the highway vehicle tractor is left standing on its landing gear 98 after being correctly spotted on car 95, after which the fifth wheel stand 97 is raised to engage the kingpin 99. After the fifth wheel stand is latched in its upright position, the landing gear 98 is retracted upwardly to leave the front end of the container supported by the fifth wheel stand 97.

As stated, a trailer chassis and body may be crane loaded as a unit onto car for piggyback rail transit, or if the trailer chassis is of the general type illustrated in FIGURE 30, the container '74 may be separated from the chassis and positioned at one of the points indicated in FIGURES 31-33.

If so desired, the specific car underframes shown in FIGURES 1-23 may be adapted for application of trailer bodies by the end loading procedure above described, as by applying suitable support plate structures 1% in the manner diagrammatically illustrat d in FIGURE 29 to define ways 1G1 for the highway vehicle wheels till and substituting platform 14b for platforms 14 and lea. T he support plates 1% may be braced as deemed necessary or desirable by appropriate members 102 located intermediate the ends'of the car and stiffening side sills 1%, it being understood that the guard rails indicated at 1114 in FIGURES 1A and 1B would be eliminated or made removable when the embodiment of FIGURE 29 is practiced.

Alternately, the car underframe of FIGURES 1-23 may be adapted to receive crane lifted trailer bodies by making support plate structures 1% of a length sufficient to support chassis wheels 81 and applying them to the sides of the car underframe as dictated by. the positioning of fifth wheel stands 97.

' Specific Description Referring new again to FIGURES 1-9, the underframe sill members 22 are in the form of spaced vertical plates which may be of one piece construction along the length of the car and are preferably provided with reinforcing plates or webs 111 along their lower edges. The plates are indented as indicated at 113 to define wheel wells 114 for the wheels 115 of the respective car truck-s 116. At the ends of the car, end sills 117 are fixed to the center sill structure 12 for supporting the conventional ladders 18, hand brake 119, the uncoupling device 129, and any other conventional equipment required or desired. End sills 117 may be defined by

suitable channel members

121 and 122 which may be fixed together to the center sill structure 12 in any suitable manner, as by welding. A suitable plating structure may be applied across the ends of the center sill structure to define striker 123 and end walls 124. A short draft gear housing member 125, having the standard Z-26 cross-sectional configuration, may be afiixed to the top plate structure 24 and braced by horizontal plates 125 to define a draft gear pocket 12? for containing and supporting in a conventional way a suitable type of draft gear (not shown) and coupler 91. Pocket 127 is closed at its inner end by web 127a aflixed between sills 2?. and plates 125.

The under-frame 12 includes a bolster structure of the type illustrated in FIGURES 2 and 3 and generally indicated by reference numeral 136. The bolster structure 13th is defined by bolster members 131 on either side of the center sill structure in the form of pressed substantially U-shaped plates 132 welded to the top plate structure'24 and the respective underframe sills 22 in the manner diagammatically illustrated in FIGURE 2. The plates 132 carry a wear plate arrangement 133 for engagement with a conventional form of end bearing applied to the bolster 134 of the car truck.

The bolster plates 132 are also alhxed to spaced webs 135 that are also welded to the under-surfaces of sills 22.

Between the sills 22, webs 136 are welded in transverse alignment with the respective webs 135, and afiixed to the lower edges of plates or webs 136 and the sills is a bottom cover plate 137 having affixed thereto a center plate structure 138 that is arranged in a conventional way to cooperate with the corresponding center plate structure of truck 116. A kingpin receptacle 139 of any conventional type is affixed to bottom cover plate 137 and braced by suitable brace plates 14%. The receptacle 13? receives the conventional kingpin that is applied between a railroad car body bolster and a railroad car truck bolster, as is Well known in the art.

The wheel wells I14 formed in the sill member may be defined by indentations formed in the plates 11%, or by separate plates suitably welded together as will be obvious to those skilled in the art.

I prefer to supplement the return action of the hydraulic cushion device 18 by a booster spring located where indicated by reference numeral 142 of FIGURES 1B and 3. The booster spring 142 is applied to a cushion pocket that is identical to the previously described cushion pocket 50, as indicated by the corresponding reference numerals employed in FIGURES 1B and 3, and thus it will be noted that the top plate structure 24 of the underframe is interrupted at a second position as indicated by reference numeral 49, and a cushion carrier plate 42, stop members 44, lugs 4s, and their supporting and bracing structures previously described are employed in connection with the booster springs 142. As a matter of fact, the booster spring 142 and the cushion device 13 may be used interchangeably in the pockets 5G.

Booster spring 142 is needed to augment the return action of the cushion device springs 72 when platform 14 is fully loaded with containers, due to the large masses involved, and it acts against spring seats 141 that ear against the respective stop members and lugs 44 and 46 of its cushion pocket.

The sill members so of platform 14 are braced by reinforcing channel members 144 as well as the support assemblies 16. The sills 355 are in the form of I beams 145 (see FIGURE 7) and the bottom surfaces of the sills as have afiixed thereto Wear plates 146. The wear plates 145 have limited sliding engagement with the top surface of the top plate structure 2 of the underframe and hold the midportions of beams 145 in guiding relation with the platform or carriage movement guide devices 347 best shown in FIGURE 7, which comprise an angle member 143 attired to the top surface of the underframe top plate structure adjacent the inner flange 149 of the respective container support platform sills 3d and carrying an outwardly directed projection 150 in the form of a block that is positioned just above the top surface of the flange 14%.

The container support platform or carriage movement guide devices 147 are spaced somewhat as indicated in FIGURE 3 along the top surface of the underfrarne top plate structure 24, and the outer surfaces 151 of angle members 148 maintain the correct position of the platform laterally of the underframe. The projections 15%) are insurance against vertical movement.

The support assemblies 16 are best depicted in FIG-

URES

4, 6 and 8 and generally comprise spaced channel members 152 afiixed at like ends to adjacent ends of the I beams 145 forming the platform sill members 36. The channel members 152 are joined together by a brace plate 153 and spaced pairs of framing members 15 the latter defining a roller pocket 155 in each of which is mounted a roller assembly 156.

The roller assemblies 156 each comprise a roller frame 157 formed by elongate members 158 joined together at their ends by short end members I59. Frame 157 carries pins 169 which journal the spaced rollers 161. The frame 157 is keyed to the respective pairs of frame members 15 by a pin 162 held in place by suitable keys 163, such as cotter pins.

The roller pockets 155 are closed by top plates 16 5 which in the form of the invention of FIGURES 1-3 have 1% applied thereto the container support bracket structures 82 (and positioned in the manner indicated in FIGURES 1A and 1B and thus depending upon their location with respect to the ends of the cushioned support platform or carriage).

Each container support bracket structure 82 has affixed to diametrically opposed edges thereof lugs 165 that are adapted for hinging alignment with complementary lugs 166 athxed to the roller pocket frame members 154. Pins 165 are movably applied to the

lugs

166 and 165 to secure the respective support brackets in the full line position of FIGURE 8, one of the pins 167 being removed to permit the support bracket structure to be pivoted to the dashed line position of FIGURE 8, as desired.

At the ends of the platform 14, a single bracket structure 83 is applied to either side of the end support assembly 16, while the intermediate support assembly 16 have two container support brackets applied to either side thereof, as indicated in FIGURES 1A and 1B. Thus, when the length of a container that is to be applied to the car it is such that it will extend over a support assembly 16, the container support bracket structures 82 carried by such support assembly 16 may be swung out of the way, as indicated in FIGURE 1A. When shorter containers are to be carried by the car, the container support brackets may be replaced to the full line position of FIGURE 8.

As indicated in FIGURES 1A and 1B, guard rail structures 194- are applied to the end sills to form a gateway 170 through which members of the train crew may pass to the car it) if desired. The guard structures 194 are provided to keep one from stepping onto an end sill 117 and then falling to the track below through the space between the end sill and the car truck, as described in the copending application of Kenneth J. Austgen, Serial No. 1,935, filed February 16, 1960 now abandoned in favor of continuation application Serial No. 228,215, filed September 27, 1962. The guard structures 104 may be of any suitable type, though in the illustrated embodiment they are formed by suitable railing.

An appropriate channel member 171 affixed to the end sill at the brake end of the car provides the necessary support for the hand brake and a suitable operators platform may be provided where indicated at 172.

Referring now to the embodiment of the invention shown in FIGURES 10-23, the underframe 12a is essentially the same as underframe l2 and like reference numerals are employed to designate like parts. The underframe sills 22 are braced intermediate their ends by spaced diaphragms 174 having their lower ends angled as at 175 for reinforcing purposes. The cushion carrier plates of the cushion pockets 56 are applied across recesses 176 formed in their respective diaphragms 174, and a brace plate 177 welded between the respective diaphragms and the carrier plate provides support in addition to that given by the welding of the carrier plate to the underframe top sill structure. Brace plates 177a are affixed between sills 22 at the tapering portions 22a thereof.

The bolster structure 130 and the draft gear pocket 127 of the embodiment of FIGURES l023 is essentially the same as already described, and the showings of FIG-

URES

2 and 12 are intended to represent the structures for both of the embodiments of the invention of FIG- URES 1-23.

The booster spring pocket 178 of the embodiment of FIGURES 1()23 is enlarged to accommodate a second booster spring 142 (see FIGURE 10). As indicated in FIGURES 10, l1 and 13 the carrier plate 42 of pocket 178 has the same characteristics as that shown in FIG- URE 3, but it is made suficiently long to accommodate the two booster springs and have applied thereto a central stop member 1'79 of the type suggested by FIG- URES l0 and ll, in addition to the stop members 44. The stop member 179 comprises a vertical plate 189 affixed to the carrier plate 42:: as by welding, and having l l afi'ixed to its ends abutment plates l iia also ahixed to carrier plate 42a in like manner. Carrier plate 42:! is likewise formed with drainage holes 181 of the type previously described with reference to carrier plate 42.

The container support platform, rack, or carriage 14a comprises spaced sill members 36a made up of I beams 183, which are secured together to form each sill member as at 134 by employing suitable splice plates 185.

The sill members 36:: are affixed in spaced apart relation by the brace assemblies 186 and spaced reinforcing channels 187; the brace assemblies 186 each comprise (see FIGURE 21) spaced channel members 137a welded between the sill members 36a and having aflixed thereto upper and lower brace plates 183, as by welding.

The brace assemblies 136 are arranged with respect to the cushion carrier plates of the underframe so that a brace assembly will be positioned adjacent each end of the respective cushion pockets to be defined by the underframe stop members 44 and container support platform lugs 46 (see FIGURES ISA-18B). In the case of the pocket 59a for the hydraulic cushion device 18, the channel members 48 previously described extend between adjacent brace assemblies and carry the lugs 46 that the cushicnis to cooperate with. Reinforcing plates 189 are preferably applied between the channel members 48 and the adjacent sill members 36a in the area of the lugs and stop members for reinforcing purposes (see FIGURES A an 19) and top plates 51:: and Sill) close oil the cushion pockets between the respective brace assemblies 186.

Adjacent the booster Spring pocket 178, similar channel members 43:: are employed between the adjacent brace assemblies 136, as are brace plates 189 and

cover plates

51a and 515. Additional brace plates 189a are applied between the sill members Iifia and the channel members 43:: adjacent the center stop member 179 (see FIGURE 17A).

Of course, top cover plates 51a and 5112 are applied to the channel members 43 and 48a, respectively, after the cushion device and booster springs have been applied to the respective cushion pockets. Sills 36a may be braced between the cushion pockets by a tie plate 199 (see FIGURE 1513).

In this embodiment of the invention, the platform 14a is slidably mounted on antifriction pads 191 (see FlG- URE secured in pad retainer and movement guide devices 192 or brackets (see FIGURES 20 and 22).

V The pads 191 are preferably formed from a TFE fluorocarbon resin, known as Teflon, made and sold by E. I. du Pont de Nemours & Co., Inc. Each pad 191 is of parallelepiped configuration and is afiixed by a suitable adhesive to a bearing block 193 including a spherically contoured convex surface 193:: that is suitably received in a spherically contoured concave seat 194 formed in device 192. The pads 191 are formed with an upper planar surface 195 against which the respective sill members 36a rest.

The individual brackets 192 are each preferably a one piece member including a base 196 in which seat 194- is formed and that may be afiixed to the top plate structure 24 of the underframe 12a as by welding and a hooked arm 197 that is to extend over. the bottom flange 193 of the sill member 36a supported by the bracket. The bracket 192 is preferably formed with a rounded opening 199 in its arm 197 for ease of applying the pad 191 and its bearing block 193 to the bracket.

The material Teflon is preferred for the antifriction paid as it has been found that it has relatively high frictional characteristics. when the platform 14a is moved over the pads at relatively high speeds during the dissipation of an impact, while at the same time evidencing low frictional characteristics when the container support platform 14a is being returned to its normal position at low speed by the cushion spring and the booster spring after the impetus of an impact has been dissipated. For instance, when the car lila is subjected to a 10 mile an hour impact when loaded with containers (each containing a normal load), the cushion fully closes and the platform travels its full distance in about one twentieth of the time it takes for the return of the platform to its normal centered position with respect to the car. Tests have shown that the apparent frictional characteristics of a Teflon pad 191 during closure of the cushion are about twice as great as they are during return of the cushion to its extended position, thus permitting the use of smaller return springs than would normally be thought possible.

Of course, the brackets 192 are applied to the car underframe to define the path of movement desired for the platform with respect to underframe 12a. The spherically

contoured surfaces

193a and 194 provide the pad with a self centering action so that surface will be in full contact with the undersurface of the respec tive sill members 36:: in spite of minor tolerance variations.

As indicated in FIGURE 23, the container support bracket structures 32 are applied to the I beams 133, as by having the lugs 166 applied to mounting plates 2% that are in turn affixed between the upper and lower flanges-of the I beams, as by welding. The container support brackets are otherwise the same as previously described, and are arranged along sills 3601 at the spacing already indicated.

The container support platform or carriage ltd-b of FIGURE 30'is substantially the same as that shown in FIGURES l9 and includes the side sills 361; (that are similar to side sills 36 and have the same spacing), support assemblies 16, and movement guiding devices 1 17.

The cushion pockets Sill) are defined by spaced channel members 48b aff xed to the respective side sills 36b by brace plates 261. Stop members 44b are afiixed to the flatcar 95, the lugs 46b are amxed to the respective channel members 4811, and a suitable cover plate (not shown) may be provided over the cushion pockets 5%, such as the top plates previously described.

The fifth wheel stand 97 may be of any suitable type, though in the form shown it consists of a kingpin latching body 2652 and three telescoping legs 2433 alfixed to the platform 14b by appropriate ball and socket joints where indicated at 294. The fifth wheel stand in its retracted position may rest on a suitable support plate 2435 afiixed between side sill members 36b and in its extended position suggested by FIGURE 34 the telescoping legs are held in extended relation as by suitable pins or the like. Legs 203 are secured to body 2% by ball and socket joints where indicated at Ziida The stand 97 is that described in the copending application of myself and Jack W. Borger Serial, No. 36,31 filed June 15, 1960.

' The fifth wheel stand 97 illustrated is intended to represent any conventional fifth wheel stand which may be operated in any conventional manner to secure the kingpin of a trailer body to the platform 1%, the improvement of this invention insofar as the fifth wheel stand is concerned being that the stand is secured to platform 14b, rather than to the railroad car body.

The chassis 75 of FIGURE 30 and the container body 86 may be of the type described, in my application Serial No. 699,759, filed November 29, 1957, now Patent 3,070,041, granted December 25, 1962, but. for purposes of my invention, the chassis and body can be of any suitable type providing for a kingpin 99 (which customarily is fixed to the chassis) and bracket structures 82 applied to the chassis longitudinal frame members 78 to have the spacing described in connection with FIGURES 26 and 27. Container 86 for purposes of this disclosure may be considered substantially identical to containersv 7d of F1- URES 1-23, and is formed with, the cone receiving recesses 84 and suitable eyes 'i'dfor crane lifting the container from the chassis onto the railroad car.

In the embodiment of FIGURE 30, the chassis 75 and the container 86 as a unit may be transferred to car 95 by loading same in a manner similar to standard piggyback practices, in which the trailer comprising the chassis 75 and the container 86 is either backed onto the car from its end by the trailer tractor, or the container and its chassis may be crane lifted onto the car in position for connection to a fifth wheel stand 27.

Also, the embodiment of FIGURE 30 is adapted to handle standard trailer bodies in like manner.

It should be understood that the railroad cars illustrated will also include such structures as may be necessary to make operative the conventional safety and other equipment required by A.A.R. regulations, some or" which has already been referred to. For instance, the brake rigging and trainline conduits, and other similar equipment, may be secured to the center sill structure of the car in any suitable manner.

Hydraulic Cushion Device The hydraulic cushion device 18 is preferably that described in the copending application of William H. Fetterson, Serial No. 782,786, filed December 24, 1958, now Patent No. 3,035,827, granted May 22, 1962, the entire disclosure of which is hereby incorporated herein by this reference. The device 18 is a dissipative energy systern type constant force travel long travel cushioning mechanism arranged to transfer and dissipate substantially all kinetic energy imposed upon the center sill structure 12 (or 12a) by draft and bull forces applied to .Jne car couplers (in excess of the minor amounts absorbed by the draft gear and return springs of the device 1 This is to be distinguished from conservative energy type cushioning devices that merely store the energy on impact and return it in the form of oscillations. As described in said Peterson application Serial No. 856,963, device 18 is a 100 percent efilcient cushion tra e device meaning that it transfers and dissipates the rec; ed energy with minirnu a travel and with no uncontrolled recoil. 1

In other words, and as specified in said Peterson application Serial No. 856,963, the cushioning device 13 should have a travel of from about 26 inches to about 40 inches, or its equivalent, and be characterized by its ability to dissipate a sufiicient amount of the energy of impact (other that portion of such energy needed to recenter the cushioning device), either on closing of the device, or on closing and return of the device (note that the restricted flow of hydraulic liquid in cushioning device 18 on its return to normal is energy dissipating and 1: us 18 has controlled recoil), so that the major portion of the remaining energy of impact is transmitted as kinetic energy to the load. Thus, in essence this maltes the cushioning device 38 a dissipative energy system cuss-ion as opposed to a conservative energy system cushion that stores and returns substantially all kinetic energy app ed to it, although such dissipative energy system cushion should have sufficient energy storing and return characteristics to return the cushion and the rack to neutral or recentered position.

By employing the long travel cushioning evice 18, the time required the transfer of, for instance, the momenturn of a striking car to a struck car (carrying a lading in question) is prolonged sufficiently to achieve the aforedescribed benenrs that are disclosed in said Peterson application Serial No. 856,963.

The device is generally comprises (see FIGURES 24 and 25) the aforementioned tubular cylinder 62 in which piston head 6- is reciprocably mounted, tubular piston rod 66 affixed to piston head 64, and invaginating tubular member or boot 2 37 connected between the tubular cylinder 62 r 1d the tubular piston rod 65, and the helical compression springs 72 extending etween the closure members 63 and 75' of the tubular cylinder 62 and the tubular piston rod 66 and a spring seat 2%.

The closure member 68 and tubular cylinder 62 cmries a meterin pin 2&9 that is reciprocably received Within the bore 216 of the tubular piston rod 66. The metering pin 299 preferably is provided with a guide member 211 at its projecting end.

The internal surface 2l2 of tubular cylinder 52 is formed in any suitable manner as at 213 (see FIGURES 24 and 25) to receive three snap rings 214, 216 and 218. The snap ring 214 serves as a stop for piston head 64 when the device is in its extended position of FIGURE 24, while the snap rings 216 and 21S hold in place a piston rod guide member 229 to which one end 222 of the invaginating boot or tubular member 2&7 is secured by a suitable clamp 224. The other end 226 of the boot or tubular member 297 is turned outside in, and is secured to the external surface 228 of the piston rod 66 by a suitable clamp 23%.

The device 18 is charged with hydraulic liquid as described in said copending application Serial No. 782,786 to completely till the space defined by the tubular cyliner 62, the tubular piston rod 6d, and the invaginating boot or tubular member 2*3'7. When in use, the device 13 has the normal positionin" indicated in FIGURE 24, and in the illustrated arrangement, the device 18 engages the lugs 46 and stops 44 at both ends of, for instance, cushion pockets 5t), as previously described. When the

center sill structure

12 or 12a receives a shock either in buff or draft, either the tubular member 62 will commence movement to the left of FIGURE 24 or the tubular piston rod 66 and piston head 64 will commence movement to the right of FIGURE 24, or possibly both movements occur. in any event, as the device 13 retracts under the force being pushed, the metering pin 2539 displaces hydraulic liquid contained within the tubuar piston nod 66 and the piston head 64 causes a hydraulic liquid flow through its orifice 232 through which the metering pin 2439 extends. As shown, metering pin is provided with atapered surface 254 that preferably is designed to provide a constant force travel characteristic as the hydraulic cushion lb contracts under the shock opposed on it; that is, the arrangement is such that for every unit of ravel, the cushioning device provides a substantially constant cushioning eflFect.

As indicated in FIGURE 24, the oil flow then initiated is from the chamber 236 on the high pressure side of the piston head 64 through the orifice 232 and into the bore 21% of tubular piston rod 66, thence radially outwardly of the piston rod 66 through orifices or ports 233 of the tubular piston rod As the hydraulic liquid Within the tubular piston rod is displaced by the metering pin 2%, it likewise moves through the ports 238, as indicated by the arrows in FIGURE 24. Metering pin guide member 211 is formed with relatively large apertures 249 to permit a free flow of hydraulic liquid during movement of the metering The hydraulic liquid flow through ports 238 is under relatively high velocity and creates great turbulence in the chamber 242 that is formed by the space between the tubular piston rod guide member 221? and the piston head 64-. This great turbulence is caused at least in part by the radically directed flow of hydraulic liquid impinging directly against the inner surface 212 of tubular cylinder 62, and is responsible for dissipation of much of the kinetic energy of the hydraulic liquid in the form of heat.

As the contraction of the hydraulic cushion device 18 proceeds, the high pressure chamber 236 is reduced in volume by the advancement of the piston head 64 to Ward the tubular cylinder closure member 63. The hydraulic liquid passing through orifice 232 fills the chamher 242 behind the piston head 64, while a volume of hydraulic liquid equivalent to that displaced by the total entry into the fluid chamber of the piston rod 66 passes through apertures 244 of guide member 224 into the space 2% enclosed by the invaginating boat or tubular member 297 which inflates v0r expands and rolls to unusually severe condition.

to the possibilities of how the pin might be shaped to suit arsena s it; the position suggested by FIGURE 25. The apertures 244 are relatively large in cross-sectional area which provides and permits the relatively large volume and consequently low pressure hydraulic liquidfiow from chamber 242 to space 246. This avoids generation of any appreciable compressive force on the relatively slender metering pin and prevents any possibility of it buckling.

After the shock has been fully dissipated, the compression springs '72, acting in tandem, return the hydraulic cushioning components to the initial extended position of FIGURE 24. During this movement under the action of the compression springs, the oil flow illustrated in FIGURE 24 is reversed, and invaginating tubular member or boot 2G7 defiates and returns to the position of FIGURE 24 thereby insuring that the hydraulic liquid displaced by the piston head 64 and piston rod 66 is restored to its normal operative locations.

It will therefore be seen that not only is the device 18 composed of few and simple components, and that all sliding or dynamic seals are eliminated, but a reliable long travel cushioning action is provided. Furthermore, all kinetic energy applied to the cushion device, with the exception of the small potential energy stored in the return springs 72, is either dissipated in the form of heat by the passing of the hydraulic liquid through orifice 2 32 and the turbulence in chamber 242, or is transferred as kinetic energy (positive or negative, depending on the condition of impact) to the struck car with its load.

Reference may be had to said copending application Serial No. 782,786, for a more specific description of this unit. It may be added, however, that the tapering surface 234 of the metering pin 269 extends between points 259 and 252 (see FIGURE 24) and that the contour of tapered surface 234 in the illustrated embodiment is designed from the relationship A =A /lx/d wherein A is the orifice area of any position x (see FIG- URE 24) along the total nominal stroke d (the length of the tapered surface 234), and A is the initial orifice area defined by the orifice 232 at the beginning of a stroke, in the case where a completely rigid body is being cushioned from impact. While in most cases and for a given car weight this assumption will result in a reasonably eflicient design, small alterations can be readily made to this shape to give it a closer approach to the optimum of constant force travel characteristic for a given situation after a few experimental trials. However, the shape given by the above formula is the best starting point. Furthermore, it is usually possible to obtain a reasonably efiicient design by approximating the curved shape given by the above expression as by calculating a series of spaced cross-sectional areas so determined by straight tapers, if this facilitates manufacture. Moreover, the pin could be contoured so as to provide for the desired stroke of from about .20 to 40 inches while having a reserve stroke which would give a substantially higher force travel characteristic than that throughout the normal stroke, in order to protect against overloads or other In fact, there is no limit special situations or the application of existing knowledge of this art. The orifice areas referred to are the orifice areas of orifice 232 minus the cross-sectional area of the metering pin at any given position along the stroke of the metering pin.

The components of the unit 18 may be formed from .any suitabl materials, boot 267 of theillustrated embodivrnents being formed from suitable impervious, flexible,

SHELL NO. 4, as this oil desirably has a relatively small variation in viscosity between the extremes of minus 60 degrees F. and 150 degrees F.

The hydraulic liquid when the device 18 is in fully extended position is under very little pressure, perhaps no .more than 2 p.s.i., but even though the pressures in the high pressure chamber 236 may rise to as much as 8,000 psi. as when the device is employed in railroad cars to cushion bud and draft forces, the maximum pressure within the invaginating boot 2%)7 (when fully inflated) is believed to be about 10 psi. Boot 297 stretches about percent when fully inflated. Units 13 can be designed for operating pressures up to the limit of the yield strength of cylinder 62 and the device of FIGURES 24 and 25 when employed as indicated, is capable of handling kinetic energy on the order of a million foot pounds, depending, of course, on the specific design required for a specific purpose. Units 18 will thus easily handle 15 mile per hour impacts when applied to, for instance, the railroad car structures of FIGURES 1-23 and 2634.

Distinguishing Characteristics of the Invention It will therefore be seen that I have provided a highly simphfied railroad car for transporting containers which is composed of an underfrarne comprising essentially a center sill structure of inverted open box-shaped con figuration and a cushioned platform or carriage, together with a cushioning arrangement having the characteristics described in said Peterson application Serial No. 856,963.

My invention not only conforms to the principles described in said Peterson application Serial No. 856,963, but the spacing of the sill members of the car underframe and container support platform or carriage together with the similar spacing of the container support bracket structures permits standardization of freight container equipment, at least to the extent that the same latching devices may be used on both the highway vehicle and railway vehicle employed. This spacing also permits both crane loading and car end loading of trailers in the embodiments of FIGURES 29 and 30, and in all embodiments insures that the. container is supported in a similar manner by both its trailer chassis and the railroad car.

The relation between the spacing of the underframe and cushion platform sill members in the embodiments of FIGURES 1-29 insure that the load carried by the platform sills is transmitted vertically to the underframe sills, thus eliminating the need for load bearing cross bearers. The sill members of the car underframes of FIGURES 129 are also adapted to receive between them a sliding draft and bufiing column of the type described in said Peterson application Serial No. 856,963, in which case the cushioning arrangement may be as described in said Peterson application Serial No. 856,963, and

platforms

14, 14a and 14b may be fixed, as by welding, directly to the top plate structure of the .underframe.

Furthermore, the spacing of the individual pairs of container support bracket structures on the railroad car platform or carriage permits the car to be loaded with containers of different lengths, and since the containers are separably removable, the samecar can readily handle containers destined for different arrival points.

When a fifth wheel stand arrangement is applied to the platform or carriage in the manner suggested by FIGURE 30, this further increases the dexterity of the platform, and permits trailers to be transported with or without containers and receive the benefits of the invention described in said Feterson application Serial No. 856,963.

In this connection, it should be noted that each of the car arrangements of FIGURES 29-34 is a dual purpose car characterized by the fact that in a given load-carrying area of the car, as for example a given half of the car, the freight load'may be carried either in a semitrailer or in demountable freight containers, with the trailer being secured to the fifth wheel stand in said area with its

Claims

12. APPARATUS FOR HANDLING FREIGHT COMPRISING A RAILROAD CAR BODY INCLUDING A DECK HAVING A WIDTH SUFFICIENT TO SUPPORT HIGHWAY VEHICLE CHASSIS, A RACK CARRIED BY SAID BODY, MEANS FOR MOUNTING SAID RACK ON SAID DECK FOR MOVEMENT LONGITUDINALLY OF SAID BODY, SAID RACK BEING SUBSTANTIALLY CENTERED ALONG THE LONGITUDINAL AXIS OF SAID CAR BODY AND COMPRISING SPACED SILLS EXTENDING LONGITUDINALLY OF SAID BODY AND JOINED TOGETHER BY SPACED CROSS TIES TO HAVE A HIGHWAY VEHICLE CHASSIS LONGITUDINAL FRAME MEMBER SPACING, SPACED BRACKET MEANS SPACED LONGITUDINALLY OF SAID RACK FOR RELEASABLY MOUNTING A FREIGHT CONTAINER ON SAID RACK BY SEATING SAME SOLELY ON SAID RACK SILLS, SAID BRACKET MEANS BEING MOUNTED ON SAID SILLS AND A CUSHIONING DEVICE OPERATIVELY INTERPOSED BETWEEN SAID CAR BODY AND SAID RACK, SAID CAR BODY CARRYING FIFTH WHEEL STAND MEANS FOR SECURING HIGHWAY VEHICLE CHASSIS THERETO, WHEREBY, BOTH FREIGHT CONTAINERS AND HIGHWAY VEHICLE CHASSIS MAY BE CARRIED BY SAID BODY, WITH THE CONTAINERS RESTING ON SAID RACK AND THE CHASSIS BEING SECURED TO THE BODY BY SAID STAND MEANS AND HAVING ITS WHEELS DISPOSED ON EITHER SIDE OF SAID SILLS.