US3168878A

US3168878A - Hitches for road semi-trailers

Info

Publication number: US3168878A
Application number: US293961A
Authority: US
Inventors: Clejan Deodat
Original assignee: General American Transportation Corp
Current assignee: General American Transportation Corp
Priority date: 1963-07-10
Filing date: 1963-07-10
Publication date: 1965-02-09
Anticipated expiration: 1982-02-09
Also published as: GB1069114A; DE1455312A1; NL6407919A; NL125516C; CH445552A

Description

Feb. 9, 1965 D. CLEJAN 3,153,878

HITCHES FOR ROAD SEMI-TRAILERS Filed July 10, 1965 5 Sheets-Sheet l FIG. 2

I) N l INVENTOR.

. DEODAT CLEJAN ATTYS.

Feb. 9, 1965 D. CLEJAN 3,168,873

HITCHES FOR ROAD SEMI-TRAILERS Filed July 10, 1965 I 5 Sheets-Sheet 2 24 FIG. 3 ,0

VERTI SUPPORT 20b l k RAMP BOLS TER CHOSS' RE INVENTOR DEODA T CLEJAN HITCHES FOR ROAD SEMI-TRAILERS 5 Sheets-Sheet 4 Filed July 10, 1963 INVENTOK DEODAT CLEJAN ATTYS.

1965 D. CLEJAN HITCHES FOR ROAD SEMI TRAILERS 5 Sheets-Sheet 5 Filed July 10, 1963 INVENTOR.

DEODAT CLEJAN United States Patent 3,168,878 HHQHES FQR RQAD @EMLTRAILERS Deodat (Ileian, Chicago, Eh, assignor to General American Transportation Corporation, Qhicago, ilL, a corpcration of New York Filed July It), 1963, Ser. No, ZJfifidl 11 Ciaims. (Ql. 165-368) The present invention relates to hitches for road semit-railers, and more particularly to such hitches of unitary ,November 13, 1962, now Patent No. 3,143,978, granted August 11, 1964.

Another object of the invention is to provide, as an article of manufacture, a unitary hitch for a road semitrailer, wherein the hitch may be readily installed on an existing railway flatcar to convert the same to piggyback service or on a new railway car especially designed for piggyback serviceand incident to the manufacture of the new railway car.

Another object of the invention is to provide a hitch for a road semi trailer, wherein the hitch comprises a base of rigid substantially rectangular hollow box-like structure having an open top and adapted to be firmly anchored to the underframe of an associated railway car, a standard pivotally mounted at the lower end thereof in the front end of the base, wherein the standard is selectively pivotally movable with respect to the base and through the open top thereof between a storage position disposed in the base and an erected position disposed principally out of the base and above the front end thereof, and a fifth-wheel mechanism carried by the upper end of the standard and movable therewith with respect to the base and through the open top thereof, wherein the fifth-wheel mechanism is also disposed in the base when the standard occupies its storage position and is disposed well above the front end of the base when the standard occupies its erected position.

A funther object of the invention is to provide a hitch of the character described that further comprises automatic latching mechanism that is set in response to pivoting of the standard from its storage position into its erected position and that may be tripped by an associated plunger to cause the standard to be pivoted from its erected position back into its storage position primarily by thezaotion of gravity, whereby the hitch is of the combination pullaip and knockdown type, so that the hitch may be readily actuated between its storage and erected positions, as required, by a tractor also mounted upon the associated railway car, thereby greatly to facilitate the loading and unloading operations of road semitrailers upon the railway car and with respect to the hitch in its mounted position on the railway car.

A further object of the invention is to provide a hitch of the character described, wherein the locking and unlocking actions of the fifth-wheel mechanism with respect to the kingpin carried by the front end of a cooperating road semi-trailer supported at the front end thereof by the fifth-wheel mechanism is selectively controlled in unison with the latching and unlatching actions of the latching mechanism incorporated in the hitch, thereby positively to insure coordinate actions of these two related mechanisms.

A further object of the invention is to provide a hitch of the character described, wherein the coordinate actions 1 of the latching mechanism and the fifth-wheel mecha- 33.58378 Fatented Feb. 9, 1965 ice nism is achieved by single plunger mechanism incorporated in the hitch.

A still further object of the invention is to provide a hitch of the character described, that also incorporates shock-absorbing mechanism inter-posedbetween the standard in its erected position and the base, so as to cushion fore-andttft pivotal movements of the standard with respect to its upstanding attitude in its erected position, and that further incorporates buffer mechanism arranged in the base and operative to absorb some of the kinetic energy possessed by the standard incident to the pivotal movement thereof from its erected position back into its storage position, so as to prevent damage thereto and to the fifth-wheel mechanism carried by the upper end of the standard incident to knock-down of the standard from its erected position back into its storage position.

Further features of the invention pertains to the particulararrangement of the elements of the hitch, whereby the above-outlined and additional operating features thereof are attained.

The invention, both as to its organization and method of operation, together with further objects and advantages thereof, will best be understod by reference to the following specification, taken in connection with the accompanying drawings, in which:

FIGURE 1 is a fragmentary side elevational view of the right hand end of a railway car carrying a road semitrailer and ahitch supporting the front end of the road semi-trailer and securing the same in place via the coopcrating kingpin, wherein the hitch is of the collapsible type that is selectively operative between storage and erected positions, and embodying the present invention;

FIG. 2 is an enlarged fragmentary side elevational view of the end of the railway car, partly broken away, and illustrating the mounting of the base of the hitch upon the underframe of the railway car;

FIG. 3 is an enlarged fragmentary plan view of the end of the railway car, ipantly broken away, and further illustrating this relation between the hitch in its mounted position upon the underframe of the railway car and the adjacent deck also carried by the underframe;

FIG. 4 is a further enlarged front perspective view of the rigid substantially rectangular hollow box-like base of the hitch, other elements of the hitch being omitted in the interest of clarity;

FIG. 5 is a further enlarged plan view, partly broken away, of the hitch, particularly showing the buffer mechanism incorporated in the base thereof;

FIG. 6 is a greatly enlarged lateral vertical sectional view of the railway car and the hitch, this view being taken in the direction of the arrows along the line 6-6 in FIG. 3;

FIG. 7 is a greatly enlarged lateral vertical sectional view of the hitch, this View being taken in the direction of the arrows along the line 7-7 in FIG. 5;

FIG. 8 is an enlarged side elevational. view of the hitch, partly in longitudinal vertical section, and illustrating the standard incorporated in the hitch in its erected position, and also ill'ustrating the latching mechanism incorpcrated in the hitch for selectively restraining the standard in its erected position, and further illustrating the fifth-wheel mechanism carried by the upper end of the standard; and

FIG. 9 is a further enlarged fragmentary side elevational view, partly broken away, of the upper end of the standard mentioned and illustrating the single plunger mechanism for controlling both unlocking of the fifthwheel mechanism and unlatching of the standard latching mechanism mentioned.

Referring now to FIG. 1 of the drawings, there is shown the right-hand end of a railway car 10 of the flatcar type that is employed in piggyback service and that carries two road semi-trailers 5t) and that has mounted thereon two hitches 101 embodying the features of the present invention; only one of the road semi-trailers 50 and one of the hitches 106 being illustrated in the interest of simplification. The two hitches 100 are arranged in longitudinal spaced-apart relation on the top of the railway car and support the front ends of the respective road semi-trailers 50 arranged in like disposition on the top of the railway car 10 in the piggyback operation. The railway car 10 may be of any suitable construction and arrangement; and, as illustrated, the railway car 10 comprises an elongated longitudinally extending underframe 11 of fishbelly configuration and supported at the opposite ends thereof by wheeled trucks 12 that cooperate with an associated railway track 13 in the usual manner. The underframe 11 comprises, as best shown in FIG. 6, a center sill 14 of box-like form, a pair of side sills 15, and at least one pair of stringers 16 extending longitudinally in the underframe 11 in the usual manner. Also, the underframe 11 comprises a pair of body bolsters, not shown, that are respectively arranged adjacent to the opposite ends thereof; which body bolsters are respectively connected by associated kingpins, not shown, to the truck bolsters, not shown, of the wheeled trucks 12, so as to accommodate articulation between the opposite ends of the underframe 11 and the trucks 12, all in a conventional manner.

Referring now to FIGS. 2, 3 and 6, the center sill 14 comprises a pair of longitudinally extending and laterally spaced-apart upstanding channels 17, the top flanges of which face laterally outwardly toward the stringers 16 and are rigidly tied together by a longitudinally extending tie plate 18 disposed in bridging relation therewith The top of each side rail is rigidly tied to the top of the adjacent stringer 16 by a longitudinally extending tie plate 19 disposed in bridging relation therewith. The top of the underframe 11 carries a deck 20 formed of hardwood boards, as indicated at 20a and 20b. The boards 20a extend between the side sills 15; while the boards 20b extend between each side sill 15 and the adjacent stringer 16; whereby the

boards

20a and 20b of the deck 20 are arranged to define two longitudinally spaced-apart and plained more fully hereinafter. Of course, this traffic along the deck 20 of the railway car 10 is longitudinal thereof, but it may be in either direction therealong, since the tractor normally backs the semi-trailer 50 along the deck 20 in the loading operation and normally pulls the semi-trailer 50 along the deck 20 in the unloading operation. In order to insure that the traffic along the deck 20 is confined thereto, the opposite sides of the railway car substantially rectangular openings 20x in the central portion of the deck 20 and through which the top plate 18 of the center sill 14 is exposed. Only one of these opening 29x is illustrated; which opening 20x is disposed just rearwardly of the body bolster at the right-hand end of the railway car 10, as shown in FIGS. 2 and 6. As explained in greater detail hereinafter, the two hitches 100 are respectively arranged in the two openings Ztlx and suitably anchored in place on the underfame 11. As best shown in FIG. 6, two longitudinally extending and later ally spaced-apart plates 21 are respectively arranged on opposite sides of the center sill 14 in the area of the opening 20x and thus as bottom walls in the opening 20x; which plates 21 are respectively supported by two groups of gussets 22 respectively disposed on opposite sides of the center sill 14. The individual gussets 22 in each group are arranged in longitudinally spaced-apart relation, as best shown in FIG. 2, thereby rigidly to support the plates 21 in the bottom of the opening 20x. Thus, each plate 21 is supported by the adjacent side of the top plate 18 and by the adjacent group of gussets 22 and from the center sill 14. The inner ends of the two groups of short boards 2% in the deck 20 project inwardly over the adjacent stringers 16 and into overhanging relation with the adjacent outer portions of the plates 21; and these overhanging inner ends of the short boards 20b are supported by two longitudinally extending adjacent strips 23 disposed therebelow and respectively carried by the outer portions of the plates 21.

Thus the deck 20 is of strong, sturdy construction and is capable of supporting the two road semi-trailers 59, as well as a road tractor, not shown, that is employed in loading and unloading the road semi-trailers 50, as ex- 10 carries upstanding side guide rails 24 extending longitudinally therealong and respectively positioned directly above the side sills 15 and rigidly secured thereto, as best shown in FIG. 6. These side guide rails 24 not only prevent a semi-trailer 50 carried on the deck 20 from being backed off of the deck 20 by the connected tractor, in the event of misalignment of the centerline of the semitrailer 50 and the centerline of the railway car 10, but they rub or guide the rubber tires carried at the rear end of semi-trailer 5t) and thus exert a force thereon tending to straighten-up" the misaligned semi-trailer 50, in a wellknown manner. Further, the deck 20 carries adjacent to each opening 20x, a pair of longitudinally extending and laterally spaced-apart ramps 25, as clearly shown in FIGS. 1, 2, 3 and 6; which ramps 25 are formed of a number of hardwood timbers 25a. The ramps 25 are respectively arranged laterally outwardly from the opposite sides of the opening 29x; and the upper surfaces of the ramps 25 are disposed below the tops of the side guide rails 24. The opposite ends of each ramp 25 are beveled, as indicated at 25x in FIG. 2 so as to facilitate ready rolling of the wheels on the tractor and on the road semi-trailers 25 from the deck 20 onto the ramps 25 and from the ramp 25 onto the deck 20. Accordingly, the ramps 25 lift the wheels of the road tractor, not shown, somewhat above the level of the deck 20 in the area of the opening 20x, all for a purpose more fully explained hereinafter.

Each of the road semi-trailers 50 is entirely conventional; and the road semi-trailer 50 comprises an underframe, the rear end of which carries one or more axles each carrying one or more pairs of rear wheels adjacent to the outer ends thereof, and the front end of which carries a centrally located depending kingpin, not shown, all in a well-known manner. Of course, the tractor, not shown, that is employed to pull and to back the road semi-trailer 50 is altogether conventional, the rear end of which cornprises one or more drive axles, each carrying one or more pairs of rear wheels adjacent to the outer ends thereof, as well as a fifth-wheel mechanism disposed between the rear wheels mentioned. Also, the front end of the tractor comprises the usual steering front wheels; and, of course, the tractor comprises the usual motive power and control facilities.

Considering now the construction and arrangement of the hitch 100, embodying the features of the present invention, it is first noted that the same comprises an article of manufacture that may be employed on a wide variety of railway cars, including the railway car 10 illustrated, so as to adapt the same to piggyback service.

More particularly, as best shown in FIGS. 4 and 8, the hitch comprises a unitary rigid base 101 of substantially rectangular hollow box-like structure that includes a pair of longitudinally extending and laterally spacedapart side members 102, each in the form of an upstand ing I-beam provided with top and

bottom flanges

103 and 104 and a connecting web 105. The front ends of the side members 102 are rigidly connected together by a laterally extending front end member 106, also in the form of an upstanding I-beam provided with top and

bottom flanges

107 and 10 8 and a connecting web 109; and the rear ends of the side members 102 are rigidly connected together by a laterally extending strap 110. The bottom flange 108 of the front end member 106 is arranged in the plane of the bottom flanges 104 of the side members 102; the top flange 107 of the member 106 is arranged below the plane of the top flanges 103 of the side members 192; and the strap 110 is arranged in the plane of the top flanges 11)?) of the side members 1112. The hollow base 101 has substantial volume and the side members 162 have substantial height between the top flanges 103 and the bottom flanges 134 in view of the circumstance that most of the other elements of the hitch 1th), and described in detail hereinafter, are housed within the base 161.

Before proceeding further with the construction and arrangement of the other elements of the hitch 1% that are either carried by or housed in the base 1191, reference is again made to FIGS. 1, 2, 3, 5 and 6, wherein it is illustrated that the base 1411 of the hitch 1% nicely fits into the opening 211x formed in the deck 21 and specifically, the bottom flanges 1-94- of the side members res directly engage the top plates 21 respectively disposed at the bottom sides of the opening 211x and adjacent to the opposite sides of the top plate 18 of the center sill 14; whereby the base 1111 is directly supported by the underframe 11 independently of the deck 21?, and with the deck 20 surrounding the base 1111 located in the opening 219x, as best illustrated in FIGS. 3 and 6. The bottom flanges 1% of the side members 1412 may be rigidly and securely anchored to the top plates 21 in any suitable manner, as by welding, not shown. Thus, in the arrangement, the ramps 25 disposed on opposite sides of the opening 211x are respectively disposed adjacent to and laterally outwardly of the side members 1132 of the base 191, as best shown in FIG. 6.

Considering further the construction of the hitch 1%, and referring now to FIGS. 4, 5 and 8, laterally aligned holes 1115a are respectively formed in the front ends of the webs 105 of the side members 182 between the top and

bottom flanges

103 and 1% and rearwardly of the front end member 195; into the aligned holes 105a a pair of bearing members 111 are respectively affixed; and the bearing members 111 respectively receive and journal for rotation about its own axis a laterally extending trunnion 112. Also, the hitch 1% comprises a standard 113, the lower end of which is rigidly secured to the intermediate portion of the trunnion 112, as best shown in FIGS. 5 and 8; whereby the standard 113 is mounted for pivotal movements about the lower end thereof and with the trunnion 112 supported at the opposite ends thereof in the bearing members 111. More particularly, the standard 113 is mounted for pivotal movements between a rearwardly disposed storage position in which it is arranged within the hollow base M31 and a forwardly disposed erected position in which it is disposed principally out of the hollow base 181. The standard 113 in its erected position, as shown in FIG. 8, projects well above the front end of the base 1M; while the standard 113 in its storage position is disposed closely adjacent to the base 101. In fact, the standard 113 in its storage position is disposed Within the hollow base 101, as previously noted, and below the top flanges 1113 of the side members 162. Thus, the standard 113 is selectively pivotable between its two positions described above and between the inwardly facing portions of the top flanges 31% of the side members 1&2 and through the open top of the hollow base 191, as defined by the lateral spacing of the inwardly facing portions of the top flanges 1113, as clearly shown in FIGS. 4, 5 and 6.

Also, the hitch 111-11 comprises a strut 11d disposed rearwar ly of the standard 113, the upper end of the strut 114 being pivotally connected to the upper portion of the standard 113 by a cooperating pivot pin 115, and the lower end of the strut 114 being arranged within the hollow base 161 and carrying a laterally extending el ment or shaft 116 carrying on the opposite ends thereof a pair of bearing slides or shoes 11? respectively disposed adjacent to the webs 1135 of the side members 1112. As best shown in FIGS, 4, 7 and 8, a pair of elongated longitudinally extending channels 118 are manged in the hollow base 1131 in laterally spaced-apart relation and respectively directly below the inwardly directed portions of the top flanges 1193 of the side members 182. Each channel 118 is supported by a plate 119 arranged therebelow and rigidly secured to the inner side of the web 1% of the adjacent side member 1%, as best shown in FIG. 7; each channel 118 is suitably blocked in place by a series of longitudinally spaced-apart filler blocks 11th arranged therebehind and between the adjacent top flange 1113 and the adjacent plate 119; and, each of the plates 119 is rigidly supported by a series of longitudinally spaced-apart gussets 121. In the arrangement, the slides 117 are respectively disposed in the front parts of the channels 11%, as best shown in FIG. 8 whereby the lower end of strut 114 is mounted upon the channels 118 for longitudinal sliding movements with respect to the base fltl1. Specifically, as the standard 113 is pivoted forwardly into its erected position, as shown in FIG. 8, the strut 114 moves forwardly therewith, the upper end of the strut 114 pivoting upon the pivot pin 115 and the lower end of the strut 114 sliding forwardly along the side members 1112 due to the cooperation between the channels 118 and the shoes 117 carried by the opposite ends of the shaft 116 carried by the lower end of the strut 114. Hence, the strut 114 acts to guide the upper portion of the standard 113 in its pivotal movements with the trunnion 112.

Further, the hitch 1% comprises a laterally extending latch bar 122 that is mounted between a pair of angle guides 123, 12 1 respectively carried by the webs 1195 of the side members 162 for longitudinal sliding movements with respect thereto, as best shown in FIGS. 7 and 8. Specifically, two longitudinally extending and laterally spaced-apart aligned guide slots 11151) are respectively formed in the intermediate portions of the webs 1&5 of the side members 1192 and between the top and bottom flanges 1113 and 1% thereof, as best shown in FIG. 4. The guides 123, 124- of each pair are respectively arranged above and below the adjacent one of the guide slots 1%512 and rigidly secured in place upon the inner surface of the web 1115 of the adjacent side member 1112, as best shown in FIG. 7; the pairs of

guides

123, 124 are arranged below the adjacent plates 11% and channels 118; the opposite end portions of the latch bar 122 slide longitudinally in guided relation between the pairs of

guides

123, 124; and the extreme outer ends of the latch bar 122 respectively project laterally through the slots 1115b to the exterior of the base 1111.

Referring now to FIGS. 2, 5 and 7, the hitch 1% further comprises a pair of longitudinally extending hol low rails 125 respectively disposed adjacent to the outer sides of the webs 1115 of the side members 102 and below the outwardly projecting portions of the top flanges 193 thereof, and respectively mounted upon the webs 1115 for independent longitudinal movements with respect thereto. More particularly, each of the rails 125 is resiliently mounted upon the adjacent web by a series of longitudinally spaced-apart cushion devices 126. Each of the cushion devices 126 essentially comprises a body 127 of elaston eric material, such as live rubber, an inner metal plate 123 intimately bonded to the inner face or surface of the body 127 and an outer metal plate 129 intimately bonded to the outer face or surface of the body 127. The inner plate 125 is rigidly secured to the adjacent outer surface of the web 1115 of the adjacent side member 1112; and the outer plate 129 is rigidly secured to the adjacent rail 125. The intermediate sections of the two rails 125 respectively carry two downwardly directed connectors or yokes 1319 that respectively embrace the outer ends of the latch bar 122, as best shown in FIG. 7; whereby the resiliently mounted rails 125 are operatively connected to the slidably mounted latch bar 122. Thus, the cushion devices 126 resiliently bias the rails 125 into normal positions; and the rails 125 bias the latch bar 122 into a normal position. The latch bar 122 is movable in the slots 1115b forwardly and rearwardly with respect to its normal position for a purpose more fully explained hereinafter, whereby such movements of the the latch bar 122 effect corresponding longitudinal movements of the rails 125. Any movement of either rail 125 from its normal position subjects the associated group of cushion devices 126 to shear stresses, whereby the thus stressed cushion devices 126 resiliently oppose such movement of the rail 125 and react to restore the rail 125 back into its normal position. Hence, the cushion devices 126 acting through the rails 125 not only bias the latch bar 122 into its normal position, but they resiliently cushion movements of the latch bar 122 out of its normal position, and also they resiliently restore the latch bar 122 back into its normal position.

The extreme lower end of the strut 114 carries a laterally extending pivot pin 131 arranged directly below the element 116; and on the opposite ends of the pivot pin 131 two latches 132 are rigidly secured, the two latches 132 being laterally spaced-apart and positioned on opposite sides of the extreme lower end of the strut 114 and projecting forwardly toward the trunnion 112. The pivot pin 131 and the two latches 132 are biased in the clockwise direction, as viewed in FIG. 8, by a pair of spring-loaded plungers 133 respectively carried by the opposite sides of the lower end of the strut 114; and the latches 132 are disposed in cooperating relation with two laterally spaced-apart sections of the latch bar 122, as best shown in FIGS. 5, 7 and 8. More particularly, as the standard 113 is pivoted from its storage position into its erected position with the trunnion 112, in the clockwise direction as viewed in FIG. 8, the strut 114 moves forwardly therewith causing the shoes 117 to slide in the channels 118 from their rear positions into their front positions, to the right in FIG. 8; whereby the front ends of the latches 132 ride over the latch bar 122 into their set or latched positions, as shown in FIG. 8; thereby to connect the lower end of the strut 114 to the latch bar 122.

When the latches 132 thus occupy their set positions, the latch bar 122 resiliently biases the standard 113 into its normal upstanding attitude in its erected position, as shown in FIG. 8; whereby the standard 113 may be pivoted fore-and-aft with respect to its normal upstanding attitude and longitudinally of the base 101, causing the strut 114 to follow the standard 113, so that the latch bar 122 is correspondingly slid fore-and-aft to bring about like movements of the rails 125 against the bias of the devices 126. Thus, the devices 12s cushion the fore-and-aft pivotal movements of the standard 113 with respect to its normal upstanding attitude in its erected position and effect restoration thereof into its normal upstanding attitude subsequent to the removal of a force displacing the same from its normal upstanding attitude.

As best shown in FIG. 9, the extreme upper end of the strut 114 carries a hollow barrel 134 positioned just above the pivot pin 115; and slidably mounted in the barrel 134 is a plunger 135, the front end of which terminates in a strike button 136 positioned forwardly of the upper por tion of the standard 113 in its erected position. The extreme rear end of the plunger 135 is pinned to a rock lever 137 that is pivotally carried by a pair of ears 138 provided on the upper end of the strut 114. The rock lever 137 is, in turn, connected by a linkage system, in cluding a pull rod 139 carried by the strut 114 to the two latches 132. In the arrangement, the resilient plungers 133 bias the latches 132 in the clockwise direction, as viewed in FIG. 8, whereby the linkage, including the

elements

114, 137 and 135, project the striker button 136 forwardly into its normal position, as shown in FIG. 9.

In order to trip the set latches 132, the strike button 136 is struck a sharp blow causing it to move rearwardly, to the left in FIG. 9; whereby the linkage, including the

elements

135, 137 and 139, is actuated to operate the latches 132 in the counterclockwise direction, as viewed in FIG. 8, really to lift the latches 132, so that the latches 132 disengage or unhook the latch bar 122. The standard 113 is biased by gravity back into its storage position, whereby the combination of this bias and of the sharp blow mentioned causes the standard 113 to pivot with the trunnion 112 in the counterclockwise direction, as viewed in FIG. 8, so that the standard 113 is pivoted from its erected position back into its storage position. As the standard 113 is thus pivoted rearwardly with respect to the base 101, the strut 114 moves therewith causing the shoes 117 to slide from their front positions into their rear positions in the guide channels 118. Of course, both the standard and the strut 114 move through the open top of the base 101 and between the top flanges 103 of the side members 102 and are thus completely housed within the hollow base 101, at this time; whereby the latches 132 are disposed in the lower rear portion of the base 1111, as indicated by the broken lines in FIG. 8. For the purpose of supporting the latches 132, when the standard 113 occupies its storage position, a lower laterally extending tie plate 141! is rigidly secured between the bottom flanges 1194 of the side members 102, as shown in FIGS. 4 and 8.

The standard 113 may be readily moved or pivoted from its storage position into its erected position by an associated tractor, not shown, mounted upon the deck 23 of the railway car 111; and in order to facilitate such movement or pulling-up of the standard 113, structure 1 11 is rigidly carried by the front intermediate portion of the standard 113. This structure 141 includes a laterally extending pull-bar 142, to which a hook, not shown, carried by the rear of the tractor, not shown, by a chain or flexible cable, not shown, may be connected, in an abvious manner. Thus, after connection of the tractor hook mentioned to the pull-up bar 142, the tractor carried by the deck 21 may be driven forwardly therealong under its own motive power, causing a pull-up torque or force to be applied to the standard 113, with the result that it is pivoted from its storage position into its erected position in the manner explained above. Also, it will be understood that the latches 132 may be tripped in the manner previously explained, by the tractor mentioned carried by the deck 20. In this case, the tractor is driven backwardly along the deck 20 to cause rear bumper structure carried thereby to strike or bump into the strike button 136, so as to cause the standard 113 to be pivoted from its erected back into its storage position in the manner described above.

The movement of the standard 113 from its storage position into its erected position etfects corresponding forward movement and elevation of the pivot pin 115 so that the linkage element 139 lifts the latches 132 above the pivot pin 131 as the latches 132 are moved forwardly with the strut 114. Specifically, the noses of the latches 132 are elevated from the plane of the plate 141% toward the plane of the latch bar 122 in order that the latches 132 may ride over the latch bar 122 into their latched positions, when the standard 113 is pivoted into its erected position. The operation of the fundamental elements of the hitch are described in greater detail in the previously noted Clejan Patent No. 3,143,978; and reference may be had thereto for a more detailed disclosure inthis regard.

A fifth-wheel mechanism is carried by the upper end of the standard 113 and mounted thereupon for lateral pivotal movements with respect thereto by a pair of laterally spaced-apart and aligned pivot pins 151; which fifthwheel mechanism 150 is preferably of the construction and arrangement of that disclosed and claimed in U.S. Patent No. 3,050,320, granted on August 21, 1962, to Deodat Clejan; and which fifth-wheel mechanism 156 comprises a supporting head 152 that is adapted to be disposed in the erected position of the standard 113 below and in supporting relation with the front end of a cooperating road semi-trailer 50, as shown in FIGS. 1 and 2. The front end of the head 152 has a centraliy disposed forwardly opening slot 152a therein, as indicated in FIG. 9; which slot 152a is adapted to receive and to guide in place a depending kingpin, not shown, rigidly carried by the front end of the supported road semi-trailer front end. of the supported road semi-trailer 51).

h 50. Also, as disclosed in the Clejan patent noted, the head 152 incorporates locking mechanism, not shown, that includes a pair of locking jaws respectively disposed on opposite sides of the slot 152a; which locking jaws are selectively operative into locked and unlocked positions Withrespect to a cooperating kingpin disposed in the slot More particularly, when the locking jaws mentioned occupy their unlocked positions, the head 152 is moved forwardly, as the standard 113 is pivoted into its erected position; whereby a cooperating kingpinmay ride into the slot 152a, as the head 152 is moved forwardly into supporting position with respect to the associated road semi-trailer 51) carried by the deck 20 of the railway car 19. Whenthe kingpin mentioned reaches its home position in the slot 152a, the clamping jaws mentioned are automatically operated into their locking position with respect to the kingpin, so as to connect and to hold the same in order positively to insure securing in place of the Further, as disclosed in the Clejan patent noted, the head 152 incorporates a locking block, not shown, which is mounted for sliding movements therein; which locking block is normally biased forwardly in the head 152; and which locking block may be slid rearwardly in the head 152 by rearward movement of an associated plunger 1153 provided with a forwardly disposed operating button 15: as shown in FIG. 9. More particularly, when the operating button 154 is moved rearwardly, to the left in FIG. 9, the rearward movement of the plunger 153 causes the locking block mentioned to move rearwardly and out of locking relation with the locking jaws mentioned, so that the locking jaws may be operated into their unlocked position with respect to the kingpin, thereby to disconnect and to release the same in order to accommodate the removal of the head 152 from its supporting position with respect to the front end of the road semi-trailer 519.

For the purpose of actuating the operating button 154 in the manner described above, linkage is provided between the strike button 136 and the operating button 154; which linkage includes two pivotally mounted

rock levers

155 and 156 carried by the upper portion of the standard 113 above the plunger 135 and below the head 152. Specifically, rearward movement of the strike button 136 causes the same to engage and to pivot the rock lever 156, that engages and pivots the rock lever 155, that engages and pushes rearwardly upon the operating button 154, so as to effect rearward movement of the plunger 153 for the purpose of moving rearwardly the locking block mentioned so as to eifectoperation into their unlocked position the locking jaws mentioned with respect to the cooperating kingpin, as described above. Since the linkage noted is not directly connected to the strike button 135, it will be appreciated that the head 152 is free to tilt laterally about the pivot pins 151 and with respect to the upper end of the standard 113 in its erected position, without interference by the linkage.

Reconsidering the arrangement of the strike button 136, the

linkage

155, 156, etc, and the

linkage

137, 139, etc., it is noted that rearward movement of the strike button 136 always operates completely the

linkage

155, 156, etc., and then operates completely the

linkage

137, 139, etc.; whereby the rearward movement of the strike button 13d first actuates into its unlocked position the locking mechanism incorporated in the head 152 and then trips the latches 132 carried by the lower end of the strut 114. This arrangement accommodates the flying transfer of the support of the front end of a road semi-trailer 5 1 carried by the railway car from the fifth-wheel mechanism 150 of the hitch 101) to the fifth-wheel mechanism carried by the rear end of the tractor carried by the railway car 16. Specifically, the tractor is driven rearwardly along the deck 21) of the railway car 11) until the rear bumper structure carried thereby strikes the strike button 136; whereby the fifth-wheel mechanism 156 is actuated into its unlocked position and the latches 132 are tripped so as to cause the standard 113 to be pivoted from its erected position back into its storage position in th manner previously explained. The tractor continues its rearward movement after striking the strike button 1%; whereby the fifth-wheel mechanism carried by the rear end of the tractor is moved into supporting relation with the front end of the semi-trailer 51?, as the fifth-wheel mechanism 151) is moved out of supporting relation therewith. The fifth-wheel mechanism carried by the rear end of the tractor automatically locks the kingpin carried by the supported front end of the semi-trailer 5%; whereby the tractor may then be driven forwardly along the deck 21 to pull or draw the semi-trailer 5t) therewith and from the deck 263 of the railway car 111. In this unloading operation of the road semi-trailer it} from the railway car 111, it is noted that when the rear end of the tractor is in cooperating relation with the hitch 11511 with the standard 113 in its erected position, the rear wheels of the tractor are supported by the ramps 25 carried by the deck 1211 and arranged on opposite sides of the base 1E1 of the hitch 1%, thereby to insure that the rear end of the tractor is at a proper level or height to effect striking of the strike button 136 and easy transfer of the support of the front end of the road semi-trailer fill from the fifth-wheel mechanism 154) carried by the top of the standard 113 to the fifth-wheel mechanism carried by the rear end of the tractor in the manner explained above.

Also, this arrangement of the hitch 1th"? accommodates the flying transfer of the support of the front end of a road semi-trailer it from the fifth-wheel mechanism carried by the rear end of the tractor to the fifth-wheel mechanism 1% carried by the upper end of the standard 113 of the hitch 1119. in this case, when the standard 113 occupies its storage position, the tractor is driven rearwardly along the deck 2d of the railway car 11,, so as to cause the supported road semi-trailer to be: backed over the hitch 1131i and therebehind. The tractor hook is then connected to the pull-up bar 1 52. The tractor is then driven forwardly along the deck Ztl, so as both to draw the road semi-trailer 5Q forwardly therewith and to initiate the pivotal movement of the standard 113 from its storage position upwardly under the front end of the road semitrailer 51? and behind the kingpin thereof and toward the erected position of the standard 113. At the proper position of the road semi-trailer 511 in its forward movement along the deck 2% and with respect to the hitch 1111 the fifth-wheel mechanism carried by the rear end of the tractor and supporting the front end of the semi-trailer 553 is actuated to unlock the kingpin of the semi-trailer 51 whereby further forward movement of the tractor pivots the standard 113 completely into its erected position and moves the fifth-wheel mechanism carried by the rear end of the tractor from its supporting position with respect to the front end of the semi-trailer 5i and moves the fifthwheel mechanism 15% carried by the top of the standard 113 into supporting position with respect to the front end of the semi-trailer As the fifth-wheel mechanism 151) is moved into supporting position with respect to the front end of the semi-trailer 5t, the locking mechanism incorporated therein is automatically actuated into its locked position with respect to the kingpin carried by the sup ported front end of the semi-trailer 5% in the manner previously described. in this loading operation of the road semi-trailer 5% upon the railway car 16, it is noted that when the rear end of the tractor is in cooperating relation with the hitch 15th with the standard 113 moving from its storage position into its erected position, the rear wheels of the tractor are supported by the ramps 25 carried by the deck 21? and arranged on opposite sides of the base 1121 of the hitch 11111, thereby to insure that the rear end of the tractor is at a proper level or height to effect easy transfer of the support of the front end of the road semi-trailer 5th from the fifth-wheel mechanism carried by the rear end of the tractor to the fifth-wheel mechall mism 15% carried by the top of the standard 113 in the manner explained above.

in the movements of the standard 113 between its storage and erected positions, the fifth-wheel mechanism 150 moves therewith and through the open top of the base 101. In fact, when the standard 113 occupies its storage position, it and the strut 1M and the fifth-wheel mechanism 156) are housed within the hollow base 101 and disposed below the plane of the top flanges 103 of the side members 102 of the base till. Thus, when the standard 113 occupies its storage position, a tractor, road semi-trailer or other vehicle carried by the deck 26 of the railway car 10 may pass over the base iii without interference between the underframe or chassis of the tractor, etc., and the base 101. This arrangement accommodates traf fic along the deck 2t? of the railway car lltl, when the hitches 100 occupy their collapsed conditions, so as to facilitate the loading and unloading of the road semi-trailers 5% with respect to the railway car 10.

Further, the hitch 100 comprises a buffer arrangement for absorbing kinetic energy from the standard 113, the strut 114 and the fifth-wheel mechanism 150 incident to movement of these elements into their storage positions within the base 101, as previously described. More particularly, as shown in FIGS. 5, 7 and 8, a laterally extending buffer head 16%) is mounted adjacent to the opposite ends thereof in the rear part of the channels 113 rearwardly of the shoes 117 carried by the lower end of the strut lid. The buffer head 169 is carried upon the front end of a longitudinally extending rod 161 that is mounted for longitudinal sliding movements in a bear ing sleeve 162 carried by a laterally extending tie member 163 rigidly secured at the opposite ends thereof in place in the rear ends of the channels 118. Also, a coil spring 164 is arranged in surrounding relation with the rod 161 and acting between the rear of the butter head 16% and the front end of the bearing sleeve 162. Further, the extreme rear end of the rod 161 is connected to a strap 1165; and a butter device 17% is operatively connected between the strap 1.65 and another strap 166 anchored to the lower end of a post 167 depending from the tie member M3. The post 167 is retained in position by a gusset 16% extending between the rear end of the bearing sleeve 162 and the lower portion of the post 167.

The butter device 179 may be of any suitable type, such, for example, as that shown in US. Patent No. 2,705,634, granted on April 5, 1955 to Frederick W. Sampson and Allen L. Everitt. As illustrated, the buffer device 17% comprised a cylinder 17]. pivotally connected to the strap M5 and a piston 1'72 pivotally connected to the strap 166. Also, the cylinder 171 houses resilient facility, such as coil springs, not shown, acting between the cylinder 1'71 and the piston 1'72 and resiliently opposing expansion of the cylinder 171 relative to the piston 172 and biasing the cylinder 171 into retracted position relative to the piston 172.

As the shoes 117 move rearwardly in the guide channels 113 incident to movement of the standard 113 from its erected position toward its storage pisition, the extreme rear lower end of the strut 114- strikes the buffer head 16d moving the same rearwardly in the rear part of the guide channels 118 and compressing the coil spring 164 and causing the rod 161 to slide rearwardly in the bearing 162. The rearward movement or" the rod 161 effects expansion of the buffer device 17%) between the

straps

165 and 166. Thus some of the kinetic energy of the moving

parts

113, 114, etc., is transferred to and absorbed by the coil spring 164 and by the buffer device 1781; thereby to minimize the shock to the moving

parts

113, 114, 150, etc., when they come to rest in their final storage positions within the hollow base 191, so as to prevent damage to the moving parts noted incident to the knock-down of the hitch 100 in the manner previously described. in order to prevent the rear end of the rod 12 161 from striking any object that may be on the deck 20, the extreme rear end of the base 101 is provided with a substantially U-shaped rear guard structure 180, as best shown in FIGS. 5 and 8.

In a constructional example of the hitch 100, the overall length of the base 101 between the front ends of the side members 102 and the rear of the rear guard structure 180 is 124 /2"; the overall width of the hitch between the outer surfaces of the side rails 125 is 43%;"; the length of each side member 102 is 111"; the width between the outer sides of the bottom flanges 104 of the side members 102 is 40% the minimum spacing between the inner sides of the top flanges 103 of the side members 102 is 18%; the vertical height between the bottom of the bottom flange 104 and the top of the top flange 103 of each side member 102 is 16"; the top of the head 152 stands 56" above the bottom of the base 101 when the standard 113 occupies its erected position; the top of the head 152 stands 53% above the top of the deck 20 when the standard 113 occupies its erected position; and the top of the head 152 stands 48" above the top of the ramps 25 when the standard 113 occupies its erected position. The rectangular opening 20x in the deck 20 is 113 x 42". The center of the trunnion 112 is disposed 11" rearwardly of the front ends of the

side members

102 and 7 /2 below the tops of the top flanges 103 of the side members 102. The lateral distance between the inside surfaces of the Webs of the side member 102 is 28", and the latch bar 122 has a length between the extreme outer ends thereof of 42 /2. The vertical distance between the horizontal central plane of the latch bar 122 and the tops of the top flanges 103 of the side members 102 is 9 The front hitch 100 is arranged on the front portion of the deck 20 so that the distance between the front end of the deck 20 and the center of the trunnion 112 is 63"; the ramps 25 extend forwardly of the trunnion 112 by 60" and rearwardly of the trunnion 112 by 166"; and the tops of the top flanges 103 of the side members 102 project 8" above the tops of the ramps 25, when the hitch 100 is installed. The other dimensions of the hitch 100 are related to those specified above in accordance with the scales of the different figures of the drawings.

In view of the foregoing, it is apparent that there has been provided, as an article of manufacture, a unitary hitch for a road semi-trailer and of improved and simplifie d construction and that may be readily installed on an existing railway fiatcar to convert the same to piggyback service, or on a new railway car especially designed for piggyback service and incident to the manufacture of the new railway car. Also, the hitch comprises an improved rigid unitary base of substantially rectangular hollow box-like structure that carries all of the other elements of the hitch and serves to house the standard of the hitch and the fifth-wheel mechanism carried by the upper end of the standard, when the standard is moved from its erected position for use into its storage position for non-,

use. Moreover, the hitch incorporates an improved bulfer arrangement for preventing damage to the standard and to the fifth-wheel mechanism when these parts are knocked-down from the erected positions thereof into the storage positions thereof. Further, the hitch comprises an improved arrangement, including a single strike button, for insuring first actuating of the fifth-wheel mechanism into its unlocked position and then tripping of the latching mechanism incorporated in the hitch from its set position restraining the standard in its operated position.

While there has been described what is at present considered to be the preferred embodiment of the inven tion, it will be understood that various modifications may be made therein, and it is intended to cover in the appended claims all such modifications as fall within the true spirit and scope of the invention.

What is claimed is: l. A hitch for a road semi-trailer comprising a pair of longitudinally extending and laterally spaced-apart supports, a standard, means for mounting the lower, end of said standard upon said supports for pivotal movements with respect thereto and about an axis extending laterally of said supports, said standard being selectively pivotally movable with respect to said supports between a storage position and an erected position, said standard in its storage position being disposed between said supports and in its erected position being disposed principally from between said supports, an element extending laterally between said supports and mounted adjacent to the opposite ends thereof upon said supports for longitudinal sliding movements with respect thereto, said element being operatively connected to said standard,

whereby said element is slid into first and second positions with respect to said supports in response to respective pivotal movements of said standard into its storage and erected positions, a latch bar extending laterally between said supports and mounted adjacent to the opposite ends thereof upon said supports for longitudinal sliding movements with respect thereto, the opposite ends of said latch bar respectively projecting through a pair of aligned longitudinally extending slots provided in said supports, a pair of longitudinally extending rails respectively resiliently mounted upon the outer sides of said supports for longitudinal movements with respect thereto, a pair of connections respectively arranged between the opposite ends of said latch bar and the adjacent ones of said rails, whereby said rails bias said latch bar into a normal position and resiliently cushion longitudinal sliding movements of said latch bar out of its normal position and with respect to said supports, latching mechanism having a set position connecting said standard to said latch bar and a trip position disconnecting said standard from said latch bar, means responsive to pivotal movement of said standard into its erected position for setting said latching mechanism, said standard in its erected position being biased by said connected latch bar into a normal upstanding attitude and being pivotable fore-and-aft with respect thereto longitudinally of said supports against the bias of said connected latch bar, means operative to trip said latching mechanism, said standard being biased into its storage position, whereby said standard is pivoted from its erected position back into its storage position in response to tripping of said latching mechanism with the result that said element is slid from its second position back into its first position, a buffer arranged between said supports and mounted thereon for longitudinal movements with respect thereto and disposed in the path of travel of said element, whereby said butter is struck by said element in its sliding movement from its second position back into its first position, said butter acting upon being struck by said element resiliently to absorb some of the kinetic energy possessed by said standard so as to prevent damage thereto in its pivotal movement from its erected position back into its storage position, and a fifth-wheel mechanism carried bythe upper end of said standard and adapted to be disposed in the erected position of said standard below and in supporting relation with the front end of a cooperating road semi-trailer, said fifth-wheel mechanism also being selectively operative into a locked position connecting and holding a cooperating kingpin and into an unlocked position disconnecting and releasing a cooperating kingpin, said fifth-wheel mechanism and a supported and connected road semi-trailer being movable as a unit longitudinally of said supports effecting corresponding pivotal movement of said standard in its erected position fore-and-aft with respect to its normal upstanding attitude and longitudinally of said supports, whereby said connected rails limit and cushion the movements of the road semi-trailer longitudinally of said supports.

2. A hitch for a road semi-trailer comprising a pair M of longitudinally extending and laterally spaced-apart supports, a standard, means for mounting the lower end of said standard upon said supports for pivotal movements with respect thereto and about an axis extending laterally of said supports, said standard being selectively pivotally movable with respect to said supports between a rearwardly disposed storage position and a forwardly disposed erected position, said standard in its storage position being disposed between said supports and in its erected position being disposed principally from between said supports, a pair of longitudinally extending and laterally spaced-apart aligned guideways respectively mounted upon the inner sides of said supports, an element extending laterally between said supports and mounted adjacent to the opposite ends thereof in the front parts of said guideways, said guideways and said element being disposed rearwardly of said standard and said element being operatively connected to said standard, whereby said element is slid into rear and front positions in said guideways in response to respective pivotal movements of said standard into its storage and erected positions, a latch bar extending laterally between said supports and mounted adjacent to the opposite ends thereof upon said supports for longitudinal sliding movements with respect thereto, the opposite ends of said latch bar respectively projecting through a pair of aligned longitudinally extending slots provided in said supports, a pair of longitudinally extending rails respectively resiliently mounted upon the outer sides of said supports for longitudinal movements with respect thereto, a pair of connections respectively arranged between the opposite ends of said latch bar and the adjacent ones of said rails,

whereby said rails bias said latch bar into a normal position and resiliently cushion longitudinal sliding movements of said latch bar out of its normal position and with respect to said supports, latching mechanism having a set positionconnecting said standard to said latch bar and a trip position disconnecting said standard from said latch bar, meansresponsive to pivotal movement of said standard into its erected position for setting said latching mechanism, said standard in its erected position being biased by said connected latch bar into a normal upstanding attitude and being pivotable fore-and-aft with respect thereto longitudinally of said supports against the bias of said connected latch bar, means operative to trip said latching mechanism, said standard being biased into its storage position, whereby said standard is pivoted from its erected position back into its storage position i in response to tripping of said latching mechanism with the result that said element is slid from its front position back into its rear position, a butler head extending laterally between said supports and mounted adjacent to the opposite ends thereof in the rear parts of said guideways, whereby said buffer head is struck by said element in its sliding movement from its front position back into its rear position so that said buffer head moves rearwardly in said guideways, buffer mechanism interconnecting said supports and said buffer head and acting upon rearward movement of said buffer head in said guideways to absorb some of the kinetic energy possessed by said standard so as to prevent damage thereto in its pivotal movement from its erected position backinto its storage position, and a fifth-wheel mechanism carried by the upper end of said standard and adapted to be disposed in the erected position of said standard below and in supporting relation with the front end of a cooperating road semi-trailer, said fifth-wheel mechanism also being selectively operative into a locked position connectingand holding a cooperating kingpin and into an unlocked position disconnecting and releasing a cooperating kingpin, said fifth-wheel mechanism and asupported and connected road semi-trailer being movable as a unit longitudinally of said supports effecting corresponding pivotal movements of said standard in its erected position fore-and-att with respect to its normal upstanding attitude and longitudinally of said supports, whereby said connected rails limit and cushion the movements of the road semi-trailer longitudinally of said supports.

3. A hitch for a road semi-trailer comprising a pair of longitudinally extending and laterally spaced-apart supports, a standard, means for mounting the lower end of said standard upon said supports for pivotal movements with respect thereto and about an axis extending laterally of said supports, said standard being selectively pivotally movable with respect to said supports between a rearwardly disposed storage position and a forwardly disposed erected position, said standard in its storage position being disposed between said supports and in its erected position being disposed principally from between said supports, a strut arranged rearwardly of said standard, means pivotally connecting the front end of said strut to said standard adjacent to the upper end thereof, a pair of laterally spaced-apart bearing element-s connected to the rear end of said strut respectively adjacent to the opposite side-s thereof and respectively mounted upon said supports for longitudinal sliding movements with respect thereto, whereby said strut is movable with said standard so that the rear end of said strut is slid into rear and front positions with respect to said supports in response to respective pivotal movements of said standard into its storage and erected positions, a latch bar extending laterally between said supports and mounted adjacent to the opposite ends thereof upon said supports for longitudinal sliding movements with respect thereto, the opposite ends of said latch bar respectively projecting through a pair of aligned longitudinally extending slots provided in said supports, a pair of longitudinally extending rails respectively resiliently mounted upon the outer sides of said supports for longitudinal movements with respect thereto, a pair of connections respectively arranged between the opposite ends of said latch bar and the adjacent ones of said rails, whereby said rails bias said latch bar into a normal position and resiliently cushion longitudinal sliding movements of said latch bar out of its normal position and with respect to said supports, latching mechanism carried by the rear end of said strut and having a set position connecting the rear end of said strut to said latch bar and a trip position disconnecting the rear end of said strut from said latch bar, means responsive to sliding of the rear end of said strut into its front position as said standard is pivoted into its erected position for setting said latching mechanism, said standard in its erected position being biased by said connected latch bar through said strut into a normal upstanding attitude and being pivotable fore-and-aft with respect thereto longitudinally of said supports against the bias of said connected latch bar through said strut, means operative to trip said latching mechanism, said standard being biased into its storage position, whereby said standard is pivoted from its erected position back into its storage position in response to tripping of said latching mechanism with the result that said strut moves therewith so that the rear end of said strut is slid from its front position back into its rear position, a buffer arranged between said supports and mounted thereon for longitudinal movements with respect thereto and disposed in the path of travel of the rear end of said strut, whereby said buflier is struck by the rear end of said strut in its sliding movement from its front position back into its rear position, said buffer acting upon being struck by the rear end of said strut resiliently to absorb some of the kinetic energy possessed by said standard and said strut so as to prevent damage thereto in the pivotal movement of said standard from its erected position back into its storage position, and a fifth-wheel mechanism carried by the upper end of said standard and adapted to be disposed in the erected position of said standard below and in supporting relation with the front end of a cooperating road semi-trailer, said fifth-wheel mechanism also being selectively operative into a locked position connecting and id holding a cooperating kingpin and into an unlocked position disconnecting and releasing a cooperating kingpin, said fifth-wheel mechanism and a supported and connected road semi-trailer being movable as a unit longitudinally of said supports effecting corresponding pivotal movements of said standard in its erected position foreaud-aft with respect to its normal upstanding attitude and longitudinally of said supports, whereby said connected rails limit and cushion the movements of the road semitrailer longitudinally of said supports.

4. A unitary hitch adapted for use in securing in place a road semi-trailer carried by an associated railway car; said hitch comprising a base of rigid substantially rectangular hollow box-like structure having an open top and adapted to be firmly anchored to the underframe of the associated railway car, said base including a pair of longitudinally extending and laterally spaced-apart upstanding side members, a standard, means for mounting the lower end of said standard upon said side members and adjacent to the front end of said hollow base for pivotal movements with respect thereto and about an axis extending laterally of said side members, said standard being selectively pivotally movable with respect to said hollow base and through the open top thereof and between a storage position and an erected position, said standard in its storage position being disposed within said hollow base and between said side members and in its erected position being disposed principally out of said hollow base and principally from between said side members, -a latch bar arranged in the intermediate portion of said hollow base and extending laterally between said side members and mounted adjacent to the opposite ends thereof upon said side members for longitudinal sliding movements with respect thereto, the opposite ends of said latch bar respectively projecting through a pair of aligned longitudinally extending slots provided in said side members, a pair of longitudinally extending rails respectively resiliently mounted upon the outer sides of said side members for longitudinal movements with respect thereto, a pair of connectors respectively arranged between the opposite ends of said latch bar and the adjacent ones of said rails, whereby said rails bias said latch bar into a normal position and resiliently cushion longitudinal sliding movements of said latch bar out of its normal position and with respect to said hollow base, latching mechanism having a set position connecting said standard to said latch bar and a trip position disconnecting said standard from said latch bar, means responsive to pivotal movement of said standard into its erected position for setting said latching mechanism, said standard in its erected position being biased by said connected latch bar into a normal upstanding attitude at the front end of said hollow base and being pivotable fore-and-aft with respect thereto longitudinally of said hollow base against the bias of said connected latch bar, means operative to trip said latching mechanism, said standard being biased into its storage position, whereby said standard is pivoted rearwardly from its erected position back into its storage position in response to tripping of said latching mechanism, and a fifth-wheel mechanism carried by the upper end of said standard and movable therewith and through the open top of said hollow base, whereby said fifthwheel mechanism is also disposed within said hollow base and between said side members when said standard occupies its storage position and is also disposed out of said hollow base and from between said side members when said standard occupies its erected position, said fifth-wheel mechanism being adapted to be disposed in the erected position of said standard below and in supporting relation with the front end of a cooperating road semi-trailer carried by the associated railway car, said fifth-wheel mechanism also being selectively operative into a locked position connecting and holding a cooperating kingpin and into an unlocked position disconnecting and releasing a cooperating kingpin, said fifth-wheel -mechanism and a supported and connected road semitrailer carried by the associated railway car being movable as a unit longitudinally of said hollowbase effecting corresponding pivotal movements of said standard in its erected position fore-andaft with respect to its normal upstanding attitude and longitudinally of said hollow base, whereby said connected rails limit and cushion the movement of the carried road semi-trailer longitudinally of the associated railway car. 7

a 5. The unitary hitch set forth in claim 4, wherein each of said side members is in the form of an I-beam provided with top and bottom flanges and an upstanding connecting web, and the open top of said hollow base is defined between the inwardly directed portions of the top flanges of the pair of I-beams mentioned.

6. A unitary hitch adapted for use in securing in place a road semi-trailer carried by an associated railway car; said hitch comprising a base of rigid substantially rectangular hollow box-like structure having an open top and adapted to be firmly anchored to the underframe of the associated railway car, said base including a pair of longitudinally extending and laterally spaced-apart upstanding side members, a standard, means for mounting the lower end of said standard upon said side members and adjacent to the front end of said hollow base for pivotal movements with respect thereto and about an axis extending laterally of said side members, said standard being selectively pivotally movable with respect to said hollow base and through the open top thereof and between a storage position and an erected position, said standard in its storageposition being disposed within said hollow base and between said side member and in its erected position being disposed principally out of said hollow base and principally from between said side members, a pair of longitudinally extending and laterally spaced-apart guideways arrangedin the upper intermediate portion of said hollow base and respectively mounted upon the inner sides of said side members, an element extending laterally between said side members and mounted adjacent to the opposite ends thereof in the front parts of said guideways, said guideways and aid element being disposed rearwardly or" said standard and said element being operatively connected to said standard, whereby said element is slid into rear and front positions in said guideways in response to respective pivotal movements of said standard into its storage and erected positions, a latch bar arranged in the intermediate portion of said hollow base below said gmideways and extending laterally between said side members and mounted adjacent to the opposite ends thereof upon said side members for longitudinal sliding movements with respect thereto, the opposite ends of said latch bar respectively projecting through a pair of aligned longitudinally extending slots provided in said side members, a pair of longitudinally extending rails respectively resiliently mounted upon the outer sides of said side members for longitudinal movements with respect thereto, a pair of connectors respectively arranged between the opposite ends of said latch bar and the adjacent ones of said rails, whereby said rails bias said latch bar into a normal position and resiliently cushion longitudinal sliding movements of said latch bar out of its normal position and with respect to said base, latching mechanism having a set position connecting said standard to said latch bar and a trip position disconnecting said standard from said latch bar, means responsive to pivotal movement of said standard into its erected position for setting said latching mechanism, said standard in its erected position being biased by said connected latch bar into a normal upstanding attitude at the front end of said hollow base and being pivotable fore-and-aft with respect thereto longitudinally of said hollow base against the, bias of said connected latch bar, means operative to trip said latching mechanism, said standard being biased into its storage position, whereby said standard is pivoted reanvardly from its erected position back into its storage position in response to trippingof said latching mechanism with the result that said element is slid from its front position back into its rear position, a buffer head extending laterally between said side members and mounted adjacent to the opposite ends thereof in the rear parts of said guideways, whereby said buffer head is struck by said element in its sliding movement from its front position back into its rear position so that said buffer head moves rearwardly in said guideways, butler mechanism arranged in the rear portion of said base and interconnecting said side members and said buffer head and acting upon rearward movement of said buffer head in said guideways to absorb some of the kinetic energy possessed by said standard so as to prevent damage thereto in its pivotal movement from its erected position back into its storage position, and a fifth-wheel mechanism carried by the upper end of said standard and movable therewith and through the open top of said hollow base, whereby said fifth-wheel mechanism is also disposed within said hollow base and between said side members when said standard occupies it storage position and is also disposed out of said hollow base and from between said side members when said standard occupies its erected position, said fifth-wheel mechanism being adapted to be disposed in the erected position of said standard below and in supporting relation with the front end of a cooperating road semi-trailer carried by the associated railway car, said fifth-wheel mechanism also being selectively operative into a locked position connecting and holding a cooperating kingpin and into an unlocked position disconnecting and releasing a cooperating kingpin, said fifthwheel mechanism and a supported and connected road semi-trailer carried by the associated railway car being movable as a unit longitudinally of said hollow base effecting corresponding pivotal movements of said standard in its erected position fore-and-aft with respect to its normal upstanding attitude and longitudinally of said hollow base, whereby said connected rail limit and cushion the movements of the carried road semi-trailer longitudinally of the associated railway car.

7. A hitch for a road semi-trailercomprising a support, a standard pivotally mounted adjacent to the lower end thereof upon said support for longitudinal movements with respect to said support between a rearwardly disposed storage position and a forwardly disposed erected position, said standard in its storage position being disposed closely adjacent to said support and in its erected position being disposed well above said support, a cushioning device carried by said support, latching mechanism having a set position connecting said standard to said cushioning device and a trip position disconnecting said stand-ard from said cushioning device, means responsive to pivotal movement of said standard into its erected position for setting said latching mechanism, said standard in its erected position beingbiased by said connected cushioning device into a normal upstanding attitude and being pivotable "fore-and-aft with respect thereto longitudinally of said support against the bias of said connected cushioning device, said standard being biased into its storage position, whereby said standard i pivoted from its erected position back into its storage position in response to tripping of said latching mechanism, a fifth-wheel mechanism carried by the upper end of said standard and movable therewith and adapted to be disposed in the erected position of said standard below and in supporting relation with the front end of a cooperating road semitrailer, said fifth-wheel mechanism also being selectively operative into a locked position connecting and holding a cooperating kingpin and into an unlocked position disconnecting and releasing a cooperating kingpin, means responsive to movement of said fifth-wheel mechanism into engagement with a cooperating kingpin for actuating said fifth-wheel mechanism into it locked position, said fifth-wheel mechanism and a supported and connected road semi-trailer being movable as a unit longitudinally of said support effecting corresponding pivotal movements of said standard in its erected position foreand-aft with respect to its normal upstanding attitude and longitudinally of said support, whereby said connected cushioning device limits and cushions the movements of the road semi-trailer longitudinally of said support, a plunger carried by the upper portion of said standard and mounted for given sliding motion with respect thereto when said standard occupies its erected position, means including first linkage interconnectingsaid plunger and said fifth-wheel mechanism and responsive to said given sliding motion of said plunger for actuating said fifthwheel mechanism from its locked position into its unlocked position, and means including a second linkage interconnecting said plunger and said latching mechanism and responsive to said given sliding motion of said plunger for tripping said latching mechanism.

8. The hitch set forth in claim 7, wherein said plunger is arranged adjacent to the front upper portion of said standard in its erected position and said given sliding motion is a rearward sliding movement with respect to said standard, whereby said plunger may be slid rearwardly when said standard occupies its erected position by being struck a sharp blow by a rearwardly moving cooperating tractor.

9. The hitch set forth in claim 7, wherein said first and second linkages are so related to said plunger that said given sliding motion of said plunger always effects tripping of said latching mechanism subsequent to actuation of said fifth-wheel mechanism into its unlocked position.

10. A hitch for a road semi-trailer comprising a support, a standard pivotally mounted adjacent to the lower end thereof upon said support for longitudinal movements with respect to said support between a rearwardly disposed storage position and a forwardly disposed erected position, said standard in its storage position being disposed closely adjacent to said support and in its erected position being disposed well above said support, a cushioning device carried by said support, latching mechanism having a set position connecting said standard to said cushioning device and a trip position disconnecting said standard from said cushioning device, means responsive to pivotal movement of said standard into its erected position for setting said latching mechanism, said standard in its erected position being biased by said connected cushioning device into a normal upstanding attitude and being pivotable fore-and-aft with respect thereto longitudinally of said support against the bias of said connected cushioning device, said standard being biased into its storage position, whereby said standard is pivoted from its erected position back into its storage position in response to tripping of said latching mechanism, a fifth Wheel mechanism pivotally mounted upon the upper end of said standard for lateral tilting movements with respect thereto when said standard occupies its erected position, said fifth-wheel mechanism also being movable with said standard and adapted to be disposed in the erected position of said standard below and in supporting relation With the front end of a cooperating road semi-trailer, saidfifth-wheel mechanism also being selectively operative into a locked position connecting and holding a cooperating kingpin and into an unlocked position disconnecting and releasing a cooperating kingpin, means responsive to movement of said fifth-Wheel mechanism into engagement with a cooperating kingpin for actuating said fifth-wheel mechanism into its locked position, said fifth-wheel mechanism and a supported and connected road semi-trailer being movable as a unit longitudinally of said support effecting corresponding pivotal movements of said standard in its erected position fore-and-aft with semi-trailer longitudinally of said support, a plunger carried by the upper portion of said standard and mounted for given sliding motion with respect thereto when said I standard occupies its erected position, means including first linkage interconnecting said plunger and said fifthwheel mechanism and responsive to said given sliding motion of said plunger for actuating said fifth-wheel mechanism from its locked position into its unlocked position, said first linkage accommodating without interference said lateral tilting movements of said fifth-wheel mechanism with respect to the upper end of said standard when said standard occupies its erected position, and means including second linkage interconnecting said plunger and said latching mechanism and responsive to said given sliding motion of said plunger for tripping said latching mechanism.

11. A hitch for a road semi-trailer comprising a support, a standard pivotally mounted adjacent to the lower end thereof upon said support for longitudinal movements with respect to said support between a rearwardly disposed storage position and a forwardly disposed erected position, said standard in its storage position being disposed closely adjacent to said support and in its erected position being disposed well above said support, latching mechanism cooperating between said support and said standard and having a set position restraining said standard in its erected position and a trip position releasing said standard for return pivotal movement from its erected position back into its storage position, means responsive to pivotal movement of said standard into its erected position for setting said latching mechanism, said standard being biased into its storage position, whereby said standard is pivoted from its erected position back into its storage position in response to tripping of said latching mechanism, a fifth-wheel mechanism carried by the upper end of said standard and movable therewith and adapted to be disposed in the erected position of said standard below and in supporting relation with the front end, of a cooperating road semi-trailer, said fifth-wheel mechanism also being selectively operative into a locked position connecting and holding a cooperating kingpin and into an unlocked position disconnecting and releasing a cooperating kingpin, means responsive to movement of said fifth-wheel mechanism into engagement with a cooperating kingpin for actuating said fifth-wheel mechanism into its locked position, a plunger carried by the upper portion of said standard and mounted for given sliding motion with respect thereto when said standard occupies its erected position, means including first linkage interconnecting said plunger and said fifth-wheel mechanism and responsive to said given sliding motion of said plunger for actuating said fifth-wheel mechanism from its locked position into its unlocked position, and means including References Cited by the Examiner UNITED STATES PATENTS 3,035,801 5/62 Mangels l05368 3,050,320 8/62 Clejan l05368 3,087,748 4/63 Livelsberger et al -368 ARTHUR L. LA POINT, Primary Examiner..

Claims

1. A HITCH FOR A ROAD SEMI-TRAILER COMPRISING A PAIR OF LONGITUDINALLY EXTENDING AND LATERALLY SPACED-APART SUPPORTS, A STANDARD, MEANS FOR MOUNTING THE LOWER END OF SAID STANDARD UPON SAID SUPPORTS FOR PIVOTAL MOVEMENTS WITH RESPECT THERETO AND ABOUT AN AXIS EXTENDING LATERALLY OF SAID SUPPORTS, SAID STANDARD BEING SELECTIVELY PIVOTALLY MOVABLE WITH RESPECT TO SAID SUPPORTS BETWEEN A STORAGE POSITION AND AN ERECTED POSITION, SAID STANDARD IN ITS STORAGE POSITION BEING DISPOSED BETWEEN SAID SUPPORTS AND IN ITS ERECTED POSITION BEING DISPOSED PRINCIPALLY FROM BETWEEN SAID SUPPORTS, AN ELEMENT EXTENDING LATERALLY BETWEEN SAID SUPPORTS AND MOUNTED ADJACENT TO THE OPPOSITE ENDS THEREOF UPON SAID SUPPORTS FOR LONGITUDINAL SLIDING MOVEMENTS WITH RESPECT THERETO, SAID ELEMENT BEING OPERATIVELY CONNECTED TO SAID STANDARD, WHEREBY SAID ELEMENT IS SLID INTO FIRST AND SECOND POSITIONS WITH RESPECT TO SAID SUPPORTS IN RESPONSE TO RESPECTIVE PIVOTAL MOVEMENTS OF SAID STANDARD INTO ITS STORAGE AND ERECTED POSITIONS, A LATCH BAR EXTENDING LATERALLY BETWEEN SAID SUPPORTS AND MOUNTED ADJACENT TO THE OPPOSITE ENDS THEREOF UPON SAID SUPPORTS FOR LINGITUDINAL SLIDING MOVEMENTS WITH RESPECT THERETO, THE OPPOSITE ENDS OF SAID LATCH BAR RESPECTIVELY PROJECTING THROUGH A PAIR OF ALIGNED LONGITUDINALLY EXTENDING SOLTS PROVIDED IN SAID SUPPORTS, A PAIR OF LONGITUDINALLY EXTENDING RAILS RESPECTIVELY RESILIENTLY MOUNTED UPON THE OUTER SIDES OF SAID SUPPORTS FOR LONGITUDINAL MOVEMENTS WITH RESPECT THERETO, A PAIR OF CONNECTIONS RESPECTIVELY ARRANGED BETWEEN THE OPPOSITE ENDS OF SAID LATCH BAR AND THE ADJACENT ONES OF SAID RAILS, WHEREBY SAID RAILS BIAS SAID LATCH BAR INTO A NORMAL POSITION AND RESILIENTLY CUSHION LONGITUDINAL SLIDING MOVEMENTS OF SAID LATCH BAR OUT OF ITS NORMAL POSITION AND WITH RESPECT TO SAID SUPPORTS, LATCHING MECHANISM HAVING A SET POSITION CONNECTING SAID STANDARD TO SAID LATCH BAR AND A TRIP POSITION DISCONNECTING SAID STANDARD FROM SAID LATCH BAR, MEANS RESPONSIVE TO PIVOTAL MOVEMENT OF SAID STANDARD INTO ITS ERECTED POSITION FOR SETTING SAID LATCHING MECHANISM, SAID STANDARD IN ITS ERECTED POSITION BEING BIASED BY SAID CONNECTED LATCH BAR INTO A NORMAL UPSTANDING ATTITUDE AND BEING PIVOTABLE FORE-AND-AFT WITH RESPECT THERETO LONGITUDINALLY OF SAID SUPPORTS AGAINST THE BIAS OF SAID CONNECTED LATCH BAR, MEANS OPERATIVE TO TRIP SAID LATCHING MECHANISM, SAID STANDARD BEING BIASED INTO ITS STORAGE POSITION, WHEREBY SAID STANDARD IS PIVOTED FROM ITS ERECTED POSITION BACK INTO ITS STORAGE POSITION IN RESPONSE TO TRIPPING BACK LATCHING MECHANISM WITH THE RESULT THAT SAID ELEMENT IS SLID FROM ITS SECOND POSITION BACK INTO ITS FIRST POSITION, A BUFFER ARRANGED BETWEEN SAID SUPPORTS AND MOUNTED THEREON FOR LONGITUDINAL MOVEMENTS WITH RESPECT THERETO AND DISPOSED IN THE PATH OF TRAVEL OF SAID ELEMENT, WHEREBY SAID BUFFER IS STRUCK BY SAID ELEMENT IN ITS SLIDING MOVEMENT FROM ITS SECOND POSITION BACK INTO ITS FIRST POSITION, SAID BUFFER ACTING UPON BEING STRUCK BY SAID ELEMENT RESILIENTLY TO ABSORB SOME OF THE KINETIC ENERGY POSSESSED BY SAID STANDARD SO AS TO PREVENT DAMAGE THERETO IN ITS PIVOTAL MOVEMENT FROM ITS ERECTED POSITION BACK INTO ITS STORAGE POSITION, AND A FIFTH-WHEEL MECHANISM CARRIED BY THE UPPER END OF SAID STANDARD AND ADAPTED TO BE DISPOSED IN THE ERECTED POSITION OF SAID STANDARD BELOW AND IN SUPPORTING RELATION WITH THE FRON END OF A COOPERATING ROAD SEMI-TRAILER, SAID FIFTH-WHEEL MECHANISM ALSO BEING SELECTIVELY OPERATIVE INTO A LOCKED POSITION CONNECTING AND HOLDING A COOPERATING KINGPIN AND INTO AN UNLOCKED POSITION DISCONNECTING AND RELEASING A COOPERATING KINGPIN, SAID FIFTH-WHEEL MECHANISM AND A SUPPORTED AND CONNECTED ROAD SEMI-TRAILER BEING MOVABLE AS A UNIT LONGITUDINALLY OF SAID SUPPORTS EFFECTING CORRESPONDING PIVOTAL MOVEMENT OF SAID STANDARD IN ITS ERECTED POSITION FORE-AND-AFT WITH RESPECT TO ITS NORMAL UPSTANDING ATTITUDE AND LONGITUDINALLY OF SAID SUPPORTS, WHEREBY SAID CONNECTED RAILS LIMIT AND CUSHION THE MOVEMENTS OF THE ROAD SEMI-TRAILER LONGITUDINALLY OF SAID SUPPORTS.