US3788237A - Schnabel car - Google Patents

Schnabel car Download PDF

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Publication number
US3788237A
US3788237A US00254073A US3788237DA US3788237A US 3788237 A US3788237 A US 3788237A US 00254073 A US00254073 A US 00254073A US 3788237D A US3788237D A US 3788237DA US 3788237 A US3788237 A US 3788237A
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Prior art keywords
bolster
load
link
load body
truck
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Expired - Lifetime
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US00254073A
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English (en)
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R Dieckman
B Albers
J Mrozek
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Pennsylvania Engineering Corp
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Pennsylvania Engineering Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D3/00—Wagons or vans
    • B61D3/10—Articulated vehicles
    • B61D3/14—Articulated vehicles comprising running gear interconnected by load supports facilitating low-level load transport

Definitions

  • Each vehicle has a plurality of wheeled trucks which support a bolster or equalizing beam.
  • a beamlike body which engages the load extends over the bolster.
  • Support means are interposed between the outboard end of the body and the midregion of the bolster.
  • Support means include means for permitting yawing, rolling, pitching and straight line transverse movement of the load body with respect to the bolster.
  • a shift control is interposed between the load body and the bolster for controlling the angular relation between the bolster and load body.
  • This invention relates to wheeled load carrying vehicles which are made in two substantially similar parts that are separable for engaging and transporting a load between them and that may be connected together for joint transport without a load.
  • Railroad cars having these features are commonly known as schnabel cars. Such cars are used to transport large and heavy equipment such as power transformers and nuclear reactor vessels which cannot be accommodated on standard railroad cars.
  • Schnabel cars are articulated in such fasion that despite their length when carrying a load they are able to negotiate relatively short radius vertical and horizontal curves.
  • schnabel cars are also equipped with means for elevating the load and with means for permitting the load to yaw with respect to the car as it negotiates hori zontal curves, to permit rolling when passing over regions where one rail is higher than the other, to permit pitching the assembly progresses over upward or downward curves and to permit transverse and vertical shifting of the load for clearing side obstacles or for facilitating negotiating a short radius curve.
  • Some mechanisms of the schnabel car are operated mechanically or hydraulically by an operator situated in a control cabin which is mounted on the schnabel car.
  • An object of the present invention is to provide a schnabel car of a much more simplified design than heretofore known.
  • Another object of this invention is to provide a schnabel car which is adapted for avoiding obstacles, adjusting automatically to road bed conditions and for requiring minimum operating skill to successfully negotiate a railroad right of way without interference.
  • a more specific object of this invention is to provide a shift control for establishing the angular relationship between the body which supports the load and the schnabecar truck assembly using either manual or automatic means as required.
  • Another object of this invention is to adapt the shift control for transferring transverse forces between the load body and the truck assembly when the load body is in its raised or lowered positions.
  • FIG. 1 is a side elevation of the new vehicle with a fragmentarily illustrated load attached;
  • FIG. 2 is an end elevation of a load body support assembly as viewed in the direction in which the vehicle travels, this view being in transverse half-section;
  • FIG. 3 is a side elevation of the support assembly as viewed transversely to the general direction of vehicle travel, this view being in longitudinal half-section;
  • FIG. 4 is a full section similar to FIG. 2 but only showing the lower part thereof;
  • FIGS. 5 and 6 are respective plan and side elevation views of one type of shift control
  • FIGS. 7 and 8 elevation views of another type of shift control in viewed in the general direction of vehicle travel, the control being contracted and extended in the respective views, and
  • FIG. 9 is a fragmentary plan view of a locking device used in connection with the shift control of FIGS. 7 and 8.
  • a preferred embodiment of one of the separable schnabel car vehicles will be described in reference to FIG. 1 but it will be understood that such cars are used in pairs.
  • Each car has two six-wheel truck assemblies 10 and 11 and two four-wheel truck assemblies 12 and 13.
  • a secondary bolster 14 or beam spans from truck 10 to truck 12 and another secondary bolster 15 spans from truck 11 to truck 13.
  • An end of bolster 14 is adapted for limited horizontal rotation about a vertical axis 16 which coincides with the center of truck 10.
  • Another end of secondary bolster 14 is mounted for limited rotation about a vertical axis 17 that coincides with the center of four-wheeled truck 12.
  • the other six-wheeled truck 11 and fourwheeled truck 13 are similarly connected together with secondary bolster 15 which is similarly pivotally connected for limited rotation about a vertical axis 18 on truck 13 and for limited pivotal rotation about a vertical axis 19 with respect to truck 11.
  • a main bolster 20 spans between the midregions of secondary bolsters 14 and 15.
  • the inboard end 21 of main bolster 20 bears on the center of secondary bolster 14 where there is a bearing structure 22 which connects the bolsters together and allows limited angular movement of one bolster relative to the other in a horizontal plane about a vertical axis.
  • the outboard end 23 of main bolster 20 is similarly pivotally connected with secondary bolster 15 in a bearing structure 24 for movement therough a limited angle with respect to bolster 15.
  • the main bolster 20, the secondary bolsters 14 and 15 and the trucks 10-13 are herein called a wheeled truck means for convenience.
  • the trucks run on railroad tracks on railroad tracks 25.
  • the truck means is adapted for having its wheels follow horizontally and vertically curved tracks 25 without developing stresses between the trucks and the unitary main bolster 20.
  • FIG. 1 there is a girder or load body which is generally designated by the numeral 30.
  • Body is sometimes called a schnabel.
  • the outboard end portion 31 of load body 30 extends over main bolster 20 and the inboard end portion 32 extends away from the main bolster 20.
  • the inboard end face 33 of the load body is adapted for engagement of a load cariing structure 34, a fragment of which is shown.
  • the load structure may be directly supported from the end face 33 at the outboard end of load body 30 by means of suitable hardware, not shown, or the load may be supported on a bed 35 which connects with the complementary vehicle.
  • an article to be transported between load bodies 30 such as a large transformer or a nuclear reactor vessel may be provided with hardware to engage it with opposite load bodies and serve as a link between them.
  • the load bodies 30 may then be directly connected for a return trip when the load is removed.
  • a support assembly 40 is interposed between the outboard end 31 of body 30 and the top of main bolster 20.
  • the support assembly 40 has means for allowing relative lateral translation of the load body on the main bolster, means for enabling pitching, rolling and yawing and means for elevating body 30 as will be described in detail later.
  • shift control device interposed between the platform 41 of main bolster 20 is a shift control device which is generally designated by the numeral 42 and will be described in detail hereinafter. It is sufficient to say at this time that the shift control 42 is an apparatus for moving the load body 30, and thus the load structure 34, laterally relative to the main span bolster 20.
  • the shift control carries transverse loads only and carries no vertical or longitudinal loads.
  • the shift control is designed to permit pitching of the main span bolster 20 on vertical curves, rolling of the main span bolster on uneven track, and vertical jacking of the load body by means of jacks which are associated with the support assembly 40.
  • the shift control 42 is constructed and adapted for permitting the load body 30 to be elevated and for permitting bidirectional transverse shifting of the load body with respect to the main span bolster in one mode of operation.
  • An explanation will also be given as to how the shift control 42 may be locked so that a tendency for misalignment between bolster 20 and load body causes the load body to shift transversely on the bolster and relieve any stresses that might otherwise develop.
  • FIG. 1 there is a cabin 43 supported on the main span bolster 20.
  • the various hydraulic pumps and controls, not shown, for operating the shift control apparatus 42 and the lifting jacks within support assembly are located in this cabin.
  • Each of the complementary schnabel cars which carry the load between them as in FIG. 1 are equipped with standard railroad car couplings such as 44 at their outboard ends.
  • Two double-acting jacks are installed in the load body 30 over the inboard end of secondary bolster 14 for adjusting the height of load body 30 so as to enable linking it with the load before transport.
  • FIGS. 1-4 Attention is now invited to FIGS. 1-4 for a more detailed description of the support means 40 which is interposed between platform 41 of main span bolster 20 and the outboard end 31 of load body 30.
  • FIGS. 2 and 4 are displayed as half transverse half-sections to better illustrate the internal and external construction of the support assembly 40.
  • One purpose of the support 40 is to transfer vertical loads due to gravity and vertical accelerations from the load body 30 into the main span bolster 20.
  • Another purpose is to transfer longitudinal loads due to buff, draft, braking forces or longitudinal accelerations from the span bolster 20 to the load body 30 or vice versa.
  • Another purpose is to enable pitching of the main span bolster 20 in relation to the load body 30 on a vertical curve.
  • Means are also provided for yawing of the main span bolster 20 in relation to the load body 30 when the vehicle is negotiating a horizontal curve. Means are also provided for permitting rolling of the main span bolster 20 in relation to the load body 30 where one rail of tracks 25 is higher than the other. This motion is restricted. There are also jacks in the support means so that the load body 30 may be elevated as required to clear obstacles or for other purposes with respect to the main span bolster 20. Lastly, roller means are provided in the support assembly 40 to permit bidirectional transverse motion of the load body 30 with respect to the main span bolster 20.
  • This transverse motion can be the result of actuation of the shift control apparatus 42 on either one of the schnabel cars or, if the shift controls are locked, can be the result of automatic offsetting of the outboard ends of the load bodies 30 when the car negotiates a horizontal curve. In either case, as the load body 30 shifts transversely there is a swivelling motion of the load body about a vertical axis which is central to the support assembly 40.
  • FIGS. 2 and 4 are themselves supported on the platform 41 of the main span bolster 20.
  • FIG. 2 is an end view and FIG. 3 is a side view of assembly 40.
  • the supporting means comprises a spherical bearing assembly 51 including an upwardly concave element 52 and a downwardly convex element 53.
  • the concave element 52 is preferably steel and the convex element 53 is preferably bronze.
  • the convex element is bolted to an intermediate member 54 which is fastened to a lower platen 55.
  • the convex element 53, 54 is restrained against unlimited sidewise movements by a plate 56 which is suitably apertured to receive concave spherical bearing element 52 and has a rim 57.
  • the lower platen is joined with spherical element 53 so that the load body 30 which is indirectly supported on the lower platen can roll, yaw and pitch to a limited extent on coacting spherical bearing elements 52 and 53.
  • Stabilizing clips such as 58 and 59 are fastened to lower platen 55 by machine bolts such as 60.
  • the stabilizing clips have inwardly directed lugs 61 and 62 which would abut the peripheral edge 63 of rimmed center plate 56 and thereby preclude the lower platen 55 from tilting too much on the spherical bearing.
  • Spaced above and relatively transversely movable with respect to lower platen 55 is an upper platen 65.
  • the bottom of the upper platen 65 and top of the lower platen 55 have hardened wear plates 66 and 67, respectively, fastened to them.
  • a roller assembly 68 interposed between the wear plates of the upper and lower platens is a roller assembly 68 which facilitates relative transverse movement or movement right and left in FIG. 2 between upper platen 65 and lower platen 55.
  • a view of the roller assembly looking longitudinally of the main span bolster and load body may be seen in FIG. 4 where the upper and lower platens 65 and 55 are relatively shifted or are away from their neutral positions in which they appear in FIG. 2.
  • a pair of hydraulic lift jacks 69 and 70 interposed between upper platen 65 and the bottom plate 162 of the outboard end of load body 30.
  • the bottom 71 of jack 69 is typically convex and nests in a concave socket adapter 72 which is fastened to the top of upper platen 65 by means of a flange 73 and machine screws 74, see FIG. 3.
  • the rams such as 75 of hydraulic jack 69 are also convex and nest in a concave adapter 76 which has a flange 77 for attaching it to the bottom 31 of the load body 30 by means of machine screws 78.
  • the nesting of the jack rams in the concave adapters such as 76 and 72 permits the jack to be self aligning.
  • the lower adapters 72 are supported on shims 79 to account for wear and to facilitate adjustment for dimensional tolerances during assembly of the apparatus.
  • an inner box 80 Extending from upper platen 65 and fastened thereto by means of welding or other suitable means is an inner box 80 which is shown in cross section in the right halves of FIGS. 2 and 3 and is understood to comprise a perimetrally closed box which is open at its top.
  • the inner box 80 is surrounded by an outer box 81 which substantially conforms in shape with it and is fastened to the bottom plate 162 of the load body 30.
  • the outer box 81 telescopes on inner box 80 and the load body 30 rises and falls, respectively.
  • wear plates 82 Interposed in the gap between the inner and outer box are wear plates 82 which serve as sliding bearings and asist in excluding dirt from the interior of the boxes.
  • the outer box 81 has external ribs such as 83 welded to it for the purpose of stiffening it to thereby better resist any transverse forces.
  • the shims 85 permit height adjustments to accommodate the inevitable manufacturing tolerances in the various parts of the schnabel car support assembly and to compensate for wear in the truck parts.
  • the main lift jacks 69 and 70 are capable of elevating the load body 30 with respect to main span bolster 20 by about 24 inches from lowermost position.
  • the telescoping inner and outer boxes 80 and 81 maintan alignment of the load body 30 and upper platen assembly 65 even though the jacks are extended a maximum amount.
  • FIGS. 5 and 6 Plan and side views of one type of shift control 42 are shown in FIGS. 5 and 6, respectively.
  • the shift control as stated above permits pitching of the main span bolster 20 on vertical curves, rolling of the main span bolster on uneven track, and jacking of the load body 30 by means of the main lift jacks 69 and 70 which are in the support assembly 40 which was just described.
  • a bracket is attached to the bottom plate of the load body.
  • the bracket supports a vertical shaft 91 on which is mounted a spherical bushing 92.
  • a short horizontal link 93 is journaled on bushing 92 so that link 93 is able to rotate about the shaft in one plane and to assume an angular orientation rather than vertical to the shaft 91 in the other two planes.
  • a transverse shaft 94 is fixed in link 93 and the collar portions 95 and 96 of a link 97 are journaled on shaft 94.
  • link 97 is substantially vertically oriented when the load body 30 is not elevated by the jacks 69, 70.
  • link 97 Pivotally connected to link 97 is a double armed link 98.
  • the respective arms of link 98 terminate in collars 99 and 100 which are journaled on a shaft 101 that is in turn fixed in the lower end of link 97.
  • the hubs 102 and 103 at the other end of link 98 are slidably and pivotally supported on a stationary cross shaft 104.
  • the cross shaft 104 is supported in brackets 105 and 106 which bear on the top of span bolster 20 and are fastened thereto by means of machine screws such as 107.
  • a U-shaped bracket 108 having ends 109 and 110 is journaled on shaft 104. Bracket 108 fits closely between hubs 102 and 103 of the link 98.
  • Bracket 108 Fastened to the base of bracket 108 is a double acting hydraulic cylinder 111.
  • the cylinder 111 has a central piston, not shown, and shaft extensions 112 and 113 projecting therefrom. These shaft extensions 112 and 113 terminate in clevises 114 and l 15 by means of which the shafts are pinned to stationary brackets 105 and 106.
  • the double acting cylinder 111 may be pressurized with hydraulic fluid to urge the cylinder and the bracket 108 to which it is attached to slide selectively bidirectionally laterally on shaft 104.
  • bracket 108 When bracket 108 is forced to move, it shifts link 98 and the linkage 98, 93 articulated with it transversely of the bolster 20, in which case the load body 30 is selectively shifted in one horizontal direction or another.
  • the articulated linkages 97 and 98 swing upwardly and their center lines assume an uppermost angular position such as is represented by the dashed lines and 121 whose intersection point 101' coincides with the axis of shaft 101 which joins the links together.
  • the hydraulic cylinder 111 may be energized during any degree of elevation extension or contraction of the articulated linkages to cause the load body to shift in the same manner as if the load body 30 were not elevated as previously described. This can be done any time that it is desired to shift the load body 30 transversely in either direction when the car is on a straight track.
  • the shift control 42 on each of the cars is actuated at the same time, in the same direction, and at the same rate, the upper platens 65, in support assembly 40, and with them the load bodies 30 and the load 34, 35 merely roll sidewise of the roller assemblies 68. If timing, direction, or rate of actuation of a shift control on one car differs from the shift control on the other, the upper platens 65 roll on the roller assemblies 68 while swivelling occurs in the main spherical bearing 52, 53.
  • a pair of locking means 124 and 125 which comprises hydraulic cylinders and each has an extensible and retractable pin 126 and 127.
  • the locks are positioned so that the articulated linkage 93, 97, 98 is held in its transverse neutral or center location when the vehicle is on a straight track and the load bodies 30 are centered on the track. If automatic offsetting of the load bodies 30 is desired for negotiation of horizontal curves, the locks 124, are engaged.
  • the shift control 42 pulls the load body 30 sidewise on the roller assembly 40, thus providing automatic transverse offsetting of the load point.
  • FIGS. 7 and 8 An alternative embodiment of a shift control device is illustrated in FIGS. 7 and 8 and it is generally designated by the reference numeral 42. This embodiment has essentially the same properties as the shift control 42 which was heretofore described.
  • Shift control 42 comprises a bracket which is affixed to the bottom plate of load body 30. Displaced laterally from this bracket is a transversely disposed guide shaft 131 which is one of the shafts in a pair, the other of which is behind shaft 131 and not visible in FIGS. 7 and 8. Ends of the guide shafts 131 are mounted in bosses 132 and 133 which may be welded to the bottom of load body 30.
  • a ball bushing assembly 134 is adapted to translate on guide shafts 131.
  • the guide rods are supported on bosses 141 and 142 which are welded to a plate 143 which is in turn fastened to the top of main span bolster 20.
  • Another link 144 is attached about a pivot axis 145 to a stationary bracket 130 and this link 144 is also attached pivotally at its opposite end pin 146 to substantially the center of link 136.
  • a double acting hydraulic cylinder 149 is mounted stationarily on span bolster 20. This cylinder has trunnion pins 150 for supporting it fixedly in bearing posts 151 which are also fastened to a plate 152 which is fixed on span bolster 20.
  • the double acting cylinder 149 piston rod 153 extends freely between upstanding bosses 142 and terminates in a clevis 154 which pivotally attaches to translatable ball bushing assembly 139.
  • Cylinder 149 may be selectively pressurized to cause ball bushing 139 to shift right or left on shafts 153 from the neutral position in which it is shown in FIGS. 7 and 8.
  • FIG. 9 The shift control lock for the control in FIGS. 7 and 8 is shown in FIG. 9 where one may see that ball bushing assembly 139 has exending from it a pin 155. Adjacent the pin 155 is a locking element block 156 which has a hole 157. Block 156 is slidable in stationary guides 158, 159 which do not interfere with transverse movements of pin 155 because they are below it. Attached to the locking element by means of a clevis 160 is the piston rod 161 which may extend from a hydraulic cylinder, not shown, that is fastened to the span bolster 20 in alignment with the neutral position of the lower ball bushing assembly 139.
  • locking element 156 may be shifted by the hydraulic cylinder or by other mechanical means so as to engage the locking element with pin 155 on the ball bushing assembly, thereby preventing the ball bushing from shifting from its neutral position on lower shafts 140 and 140'.
  • any yawing of the span bolster 20 which may occur when the vehicle is negotiating a horizontal curve causes a force to be applied to load body 30 which is in turn transferred back to the support assembly 40 whereupon the load body outboard end 31 is shifted transversely on roller assembly 68 while rotating at the same time on spherical bearings 52 and 53.
  • the load body 30 is at one elevation with respect to span bolster 20 and in FIG. 8 it is another higher elevation.
  • the change in elevation is accomplished by simultaneous use of the main lift jacks 69, 70 but some change in elevation can also result as the vehicle goes through a vertical curve which may cause a change in the distance between the inboard end 21 of the span bolster 20 and the load body 30.
  • ball bushing 134 is in a neutral or cen tral position on shaft 131.
  • links 136 and 144 unfold or extend and upper ball bushing 139 translates toward the position in which it is shown in FIG. 8.
  • linkages 136 and 144 are capable of transmitting transverse forces between the load body 30 and span bolster 20. The linkages are incapable of resisting vertical forces, however.
  • ball bushing assembly 139 has to be unlocked before shift control is obtained by using hydraulic cylinder 149.
  • means are provided which assure that the lock is released before pressure is applied to the hydraulic cylinder 149.
  • a vehicle comprising:
  • a load engaging body having an inboard load engageable end and an outboard end longitudinally disposed over the truck assembly
  • support means interposed between said truck means and said load body in the vicinity of its outboard end, said support means including means for permitting yawing of the load body about a vertical axis, means for permitting lateral translations of said load body, means for moving said load body vertically and means for permitting relative pitching of said load body with respect to said truck means, and
  • linkage means operatively connected to both said truck means and said load body in a region between said support means and the inboard end of said body, said linkage means being extendible to permit variation of the distance between the load and truck means and being adapted for controlled transverse movement of said body with respect to said truck means when said linkage means is extended, contracted or partially extended.
  • a. force producing means operatively connected with said linkage means for shifting said linkage means and said load body transversely with respect to said truck means.
  • said linkage means comprises articulated links including a first link coupled to said load body and a second link coupled to said truck means for pivoting in a vertical plane about a transverse axis and for moving transversely along said axis, and
  • said force producing means comprises a hydraulic cylinder means interposed between said second link and said truck means to effect selective bidirectional transverse movement of said second link and, therefore, said load body means.
  • lock means cooperating with said linkage means, said lock means being selectively engageable to prevent transverse movement of said second link relative to said truck means and to thereby enable transverse shifting of said load body by way of said support means.
  • said linkage means includes transversely extending parallel shaft means attached respectively to said load body means and said truck means,
  • first link having transversely translatable means at opposite ends coupling said link for transverse movement on said shaft means
  • second link means coupled at one end to said load body means for pivoting in a transverse plane and pivotally coupled at the other end with said first link intermediate the ends thereof, and
  • force producing means coupled with said first link for moving the same on one of said shaft means and thereby effecting relative transverse movement between said load body means and said truck means while said linkage means is either extended or contracted.
  • said force producing means comprises a hydraulic cylinder means interposed between said truck means and said first link.
  • lock means cooperating with said first link and being selectively operable to prevent transverse movement of said first link relative to said truck means and to enable automatic transverse shifting of said load body by way of said support means.
  • a first vehicle that is adapted to support and transport a load interposed between it and another vehicle, said first vehicle comprising:
  • a. truck means including a generally horizontally and longitudinally extending bolster means
  • a load supporting body means extending longitudinally above the bolster means and having an inboard load engageable end and an outboard end over the bolster means
  • transversely movable shift control means mounted on said bolster means inboard of said support means, said shift control means comprising extensible and contractible means connected to said bolster means and to said load supporting body means.
  • a. force producing means operable on said extensible and contractible means to shift said last named means selectively transversely and thereby effect relative transverse movement between said load body and bolster means.
  • said force transmitting means comprises hydraulic cylinder means.
  • said extensible and contractible means comprises articulated link means coupled respectively to said bolster means and said load body means,
  • the coupling to said bolster means including means permitting said link means to pivot in longitudinal planes and to translate transversely.
  • a force producing means operable to translate said linkage means selectively transversely.
  • lock means selectively operable to lock said link means against transverse translation.
  • a first vehicle that is adapted to support and transport a load interposed between it and another vehicle, said first vehicle comprising:
  • a. truck means including a generally horizontally and longitudinally disposed bolster means
  • a load supporting body means extending longitudinally over the bolster means and having an inboard load engaging end and an outboard end over the bolster means
  • said support means including upper and lower platen means, said upper platen means being movable in a transverse direction relative to said lower platen means and said bolster means,
  • bearing means supporting said lower platen means on said bolster means, said bearing means being adapted for permitting rolling, pitching and yawing of said lower platen means relative to said bolster means,
  • jack means interposed between said upper platen means and said outboard end of said load body for moving said load body vertically relative to said bolster means
  • said bearing means comprises mating spherical elements which are respectively fastened to said lower platen means and said bolster means.
  • roller means are interposed between said upper and lower platen means, said roller means being constrained to allow only transverse parallel movement of said upper platen means with respect to said lower platen means.
  • said jack means comprise hydraulicjack means and wherein the upper and lower ends of said jack means are generally convex in shape and arranged so as to contact the load body and upper platen means respectively through mating generally concave portions thereof.
  • said extensible and contractible transverse force transmitting means includes force producing means operatively connected with said transmitting means for shifting said transmitting means and said load body transversely with respect to said bolster means.
  • the invention as claimed in claim 22 including lock means cooperating with said transmitting means and being selectively operable to prevent transverse movement of said load body means relative to said bolster means, whereby transverse shifting of said load body relative to said bolster means is allowed solely by said support means.
  • said transmitting means comprises articulated links including a first link coupled to said load body and a second link coupled to said bolster means for pivoting in a vertical plane about a transverse axis and for moving transversely along said axis.
  • lock means being selectively engageable with said transmitting means to prevent transverse movement of said second link relative to said bolster means and to thereby enable transverse shifting of said load body by way of said support means.
  • said transmitting means includes transversely extending parallel shaft means attached respectively to said load body and said bolster means, a first link having transversely translatable means at opposite ends thereof coupling said link for transverse movement on said shaft means, and a second link means coupled at one end thereof to said load body means for pivoting in a transverse plane and pivotally coupled at the other end with said first link intermediate the ends thereof.

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US00254073A 1972-05-17 1972-05-17 Schnabel car Expired - Lifetime US3788237A (en)

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US4150628A (en) * 1975-11-28 1979-04-24 Fried. Krupp Gmbh Transversely shiftable pivotally mounted schnabel car
US4160420A (en) * 1977-09-08 1979-07-10 The Maxson Corporation Articulated schnabel Car
US4341494A (en) * 1980-02-13 1982-07-27 Norca Corporation Variable-length reduced pivot for railway car
FR2865985A1 (fr) * 2004-02-11 2005-08-12 Denis Ernest Celestin Buffet Dispositif destine a augmenter le gabarit de longueur des wagons circulant sur voies ferrees
US8931985B2 (en) * 2012-12-17 2015-01-13 Mammoet Usa South, Inc. System and method for modularization of a schnabel car
US20150040794A1 (en) * 2013-08-08 2015-02-12 Mammoet USA South Inc. Rail Car
WO2016073031A1 (en) * 2014-11-03 2016-05-12 Kasgro Rail Corp. Method of manufacturing a multiple axle railcar having a span bolster

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DE2518778C2 (de) * 1975-04-28 1985-08-29 Waggon Union Gmbh, 1000 Berlin Und 5900 Siegen Querverschiebeeinrichtung für die Ladebrücke von Eisenbahntiefladewagen
CN104192155A (zh) * 2014-08-07 2014-12-10 燕山大学 一种钳夹车提升机构

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FR894728A (fr) * 1941-05-29 1945-01-04 Krupp Ag Véhicule de grande longueur, en particulier pièce d'artillerie sur voie ferrée
FR1251105A (fr) * 1959-03-17 1961-01-13 Maschf Augsburg Nuernberg Ag Véhicule pour le transport, notamment par voie ferrée, de transformateurs ambulants lourds ou d'objets similaires
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Publication number Priority date Publication date Assignee Title
US3532061A (en) * 1968-04-15 1970-10-06 Henry L Bohm Separable wheeled freight vehicle

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4150628A (en) * 1975-11-28 1979-04-24 Fried. Krupp Gmbh Transversely shiftable pivotally mounted schnabel car
US4160420A (en) * 1977-09-08 1979-07-10 The Maxson Corporation Articulated schnabel Car
US4341494A (en) * 1980-02-13 1982-07-27 Norca Corporation Variable-length reduced pivot for railway car
FR2865985A1 (fr) * 2004-02-11 2005-08-12 Denis Ernest Celestin Buffet Dispositif destine a augmenter le gabarit de longueur des wagons circulant sur voies ferrees
US8931985B2 (en) * 2012-12-17 2015-01-13 Mammoet Usa South, Inc. System and method for modularization of a schnabel car
US20150040794A1 (en) * 2013-08-08 2015-02-12 Mammoet USA South Inc. Rail Car
US9403542B2 (en) * 2013-08-08 2016-08-02 Mammoet Usa South, Inc. Rail car
WO2016073031A1 (en) * 2014-11-03 2016-05-12 Kasgro Rail Corp. Method of manufacturing a multiple axle railcar having a span bolster

Also Published As

Publication number Publication date
GB1405802A (en) 1975-09-10
FR2184931B1 (fi) 1977-02-11
AU452358B2 (en) 1974-09-05
DE2325074A1 (de) 1973-12-06
AU5539173A (en) 1974-09-05
JPS4942008A (fi) 1974-04-20
JPS5647014B2 (fi) 1981-11-06
FR2184931A1 (fi) 1973-12-28

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