close

Вход

Забыли?

вход по аккаунту

?

Патент USA US3043252

код для вставки
July 10, 1962
D. CLEJAN
3,043,242
COMBINATION ROAD AND RAILWAY VEHICLES
Filed May 18, 1960
30
4 Sheets-Sheet 1
4
\
103
FIG‘!
.,_-U.
200IW
INVENTOR.
DEODAT CLEJAN
-
\
) C474,»,
July 10, 1962
-
'
D. 'CLEJAN
3,043,242
COMBINATION ROAD AND RAILWAY VEHICLES
Filed May 18, ‘1960
4 Sheets-Sheet 2
n
5 3
a
\/
r
k
8
I,
~
__
-IIIIIIII
v
:
_
\
\Q
_
r0
(
a
5
a
g
\
v
9 2
"8*
I‘
---llllll
.
w
_
X
/:
k
\
\
v
‘
.
’
I
\
>______<
(
. _
‘I
2
o
'
ll
/
m
V
N
a
' 2
k
INVENTOR.
DEODAT CLEJAN
BY
6’
/
\
43M 6
J
W V g My?‘
l
ATTYS.
July 10, 1962
D. CLEJAN
3,043,242
COMBINATION ROAD AND RAILWAY VEHICLES
4 Sheets—Sheet 3
Filed May 18, 1960
FIG.4
INVENTOR.
DEODA T CLEJAN
BY
July 10, 1962
D. CLEJAN
3,043,242
COMBINATION ROAD AND RAILWAY VEHICLES
Filed May 18, 1960
4 Sheets-Sheet 4
A
/‘
_
_
30/
H. 6 /
/,
_
\
/v
Y /
3/4 -/
.
-
TVWIZ ‘ I’
n‘
mmvroa.
-»/04
BY
DEODAT‘CLEJAN
_‘
\
,
3,043,242
Patented July 10, 1962
2
1
thereof, will best be understood by reference to the fol
lowing speci?cation, taken in connection with the ‘accom
3,043,242
COMBINATION ROAD AND RAEWAY VEHICLES
Deodat Clejan, Chicago, Ill., assignor to General Ameri
panying drawings, in which:
FIGURE 1 is a fractured side elevational view of a
can Transportation Corporation, Chicago, EL, a cor
poration of New York
freight transportation system including a railway car
carrying two combination road and railway vehicles of
the semi-trailer type, and embodying the present inven
Filed May 18, 1960, Ser. No. 30,002
2 Claims. (Cl. 105-—215)
tion;
FIG. 2 is an enlarged lateral sectional view of the rail
The present invention relates to combination road and
railway vehicles, and more particularly to such vehicles 10 way car, taken in the direction of the arrows, along the
line 2-2 in FIG. 1, and illustrating the mounting ar
of the semi-trailer type that are especially equipped to be
rangement for the semi-trailer carried by the railway car;
carried upon a railway car of the general construction
FIG. 3 is an enlarged fragmentary longitudinal sec
and arrangement of that disclosed in the copending appli
tional view taken through the railway car and the mount
cation of Deodat Clejan, Serial No. 861,291, ?led Decem
ber 22, 1959.
15 ed semi-trailer, and illustrating the arrangement of the
'
parts thereof in the case when the rear axles of the semi
trailer are equipped with road wheels, in the form of
Road semi-trailers are conventionally provided with
dual rear axles that are equipped with dual road wheels,
in the form of pneumatic tires that have either a relatively
pneumatic tires of relatively large radius;
FIG. 4 is another enlarged fragmentary longitudinal
sectional view, identical to FIG. 3, ‘but illustrating the
arrangement of the parts mentioned in the case when the
small radius (about 2.0") or a relatively large radius
(about 22"); and in order to facilitate simple and rapid
loading and unloading of such semi-trailers with respect
rear axles of the semi-trailer are equipped with road
to a railway car of the character noted, it is necessary
further to equip the rear axles thereof with ?anged rollers
that cooperate with the center sill of the railway car men
wheels, in the form of pneumatic tires of relatively small
radius;
standard in the trucking industry, it has been‘ necessary
heretofore to provide two entirely different mounting ar
rangements for the rollers mentioned; which, of course,
FIG. 5 is a greatly enlarged fragmentary lateral sec
tional view of the parts mentioned, taken in the direc
tion of the arrows, along the line 5_--5 in FIG. 3; and
FIG. 6 is another greatly enlarged fragmentary lateral
sectional view of the parts mentioned, taken in the direc
has led to undesirable expense in the maintenance of
tion of the arrows along the line 6--6 in FIG. 4. .
tioned for guiding and mounting purposes.
Since the 25
road wheels‘of the two di?erent sizes noted are both
inventories of the di?erent parts of the two mounting ar
rangements mentioned.
Accordingly, it is a general object of the inventionto
provide in a combination road and railway vehicle, a
Referring now to FIG. 1 of the drawings, the freight
transportation system there illustrated comprises a railway
car 100 carrying two combination road and railway ve
size of the road wheels thereof, while maintaining a low
center of gravity of the vehicle in its mounted position
upon the railway car, and while preserving adequate and
proper clearance between the road wheels thereof and
hicles 200 and 300 that incorporate mounting arrange
ments embodying the features of the present invention.
More particularly, the railway car 100 is of the universal
type in that it is ‘adapted to support and to transport in
discriminately road semi-trailers of ?rst and second types.
Speci?cally; a road semi-trailer of the ?rst type comprises
40 a road semi-trailer essentially including ‘a chassis pro
other parts of the railway car, so as to insure that the
vided with a rear end carrying road wheels and a front
universal mounting arrangement for the rollers men
tioned that may be employed therein, regardless of the
end carrying both a king pin vand a front landing gear, ‘as
vehicle is supported in its mounted position upon the
well as a body adapted to receive the cargo that is to
rollers mentioned and entirely independently of the road
be transported; whereas a road semi-trailer of the second
wheels thereof.
Another object of the invention is to provide in a com 45 type comprises :a road semi-trailer essentially including
the above-described structure, and further including at the
bination road and railway semi-trailer, an improved ar
rear end thereof dolly mechanism including track rollers.
rangement for accommodating mounting of the semi—
Accordingly, it will be understood that a road semi-trailer
trailer upon a cooperating railway car, so as to preserve
of the ?rst type is entirely conventional and is unequipped
a low center of gravity of the semi-trailer in its mounted
position and proper clearance between the road wheels 50 with respect to the dolly mechanisms mentioned; whereas
a road semi-trailer of the second type is entirely conven
thereof and the other parts of the railway car while pre
tional, except for the incorporation therein of the dolly
serving ready movement of the semi-trailer in its mounted
vmechanisms mentioned. Thus, hereinafter, a road semi
position upon the railway car in order to minimize the
trailer of the ?rst type is referred to ‘as an unequipped
transmission of longitudinal shocks ‘from the railway car
55 trailer, while a road semi-trailer of the second type is
to the semi-trailer.
A further object of the invention is to provide a mount
referred to as an “equipped” trailer.
Accordingly, as
ing arrangement of the character described that is of im
illustrated in FIG. 1, both of the road semi-trailers 200,
proved and simpli?ed construction and arrangement.
and 300 are of the second type, since the rear axles there
Further features of the invention pertain to the par
ticular arrangement of the elements of the combination
road‘ and railway vehicle and of the mounting arrange
ment thereof, whereby the above-outlined ‘and additional
operating features thereof are attained.
The invention, both as to its organization and method
of ‘are equipped with dolly mechanisms.
Also road semi-trailers may be classi?ed into two
classes, depending upon the size of the road wheels car
ried by the rear axles thereof. Speci?cally, such a semi
trailer equipped with standard relatively large road
wheels of about 22" radius is hereinafter referred to as
of operation, together with further objects and advantages 65 being of the “?rst class”; whereas a semi-trailer equipped
3,043,242
‘
Y
'
'
'
3
4
‘with standard relatively small road wheels of about 20"
i
>
directed ?ange 110; whereby each of the wheel guide
radius is hereinafter referred to as ‘being of the “second
rails 112 is disposed below the adjacent rail 106 carried
on the top of the associated I-beam 104 and above the
class.” ‘Accordingly, as illustrated in FIG. 1, the road
semi-trailer 200 is of the ?rst class and the road semi
top of the associated platform 107. Also, each of the
trailer 300 is of the secondclass.
wheel guide rails 112 is disposed laterally outwardly of
Recapitulating: the road semi-trailer 200 is of the sec
the adjacent rail 106 and laterally inwardly of the inner
ond type, since the rear axles thereof are equipped with
edge of the associated, platform 107 and presents a
r‘olly mecharisrns, and is of the ?rst class, since the
smooth outwardly facing v‘rubbing surface to the adjacent
road wheels thereof are of relatively large radius; on
inner surface of the inner road wheel carried 'by an
‘the other hand, the road semi-trailer 300 is of the second 10 unequip-ped semi-trailer; which arrangement is utilized
‘type, since the rear axles thereof are equipped with
for a purpose more fully explained hereinafter.
‘dolly mechanisms, and is of the second class, since the
In view of the foregoing, it will be understood that a
road wheels thereof are of relatively small radius.
a
road semi-trailer of the ?rst type (an unequipped semi
trailer), is supported in its mounted position upon the
More speci?cally, as shown in FIGS. 1 and 3,‘the road
semi-trailer 200 comprises a chassis carrying laterally ex
railway car 100 upon its road wheels in engagement with
the platforms 107; whereas a road semi-trailer of the sec
tending and longitudinally spaced-apart dual rear axles
:201 and 202, the rear axle 201 being referred to as the
ond type (an equipped semi-trailer), is ‘supported in its
rear-rear axle and the rear axle, 202 being referred to as
mounted position upon the railway car 100 upon its dolly
‘the front-rear axle; the opposite ends of each of the rear
mechanisms, described'moi'e fully hereinafter, and with
' axles 201 and 202 carry dual road wheels, each in the 20 its road wheels spaced above and out of contact with
form of pneumatic tires; and each of the road wheels
203 is of relatively large radius of about 22'. As
shown in FIGS. 1 and 4, the road semi-trailer 300 com
the platforms 107.
I
a
7 Again referring to FIGS. 1, 2 and 3, the rear-rear axle
201 of the semi-trailer 200 carries a pair of laterally
prises a chassis carrying’ laterally extending and longi
spaced~apart saddles 211 securely fastened thereto, as by
tudinally spaced-apart dual rear axles, the rear axle 301 25 welding, and disposedv intermediate the adjacent inner
being referred to as the rear-rear axle and the rear axle
road wheels 203, and respectively arranged left and
302 being referred to as the front-rear axle; the opposite
ends of each of the rear axles 301 and 302 carry dual
road wheels 303 each in the formv of a pneumatic tire;
and each of the road Wheels 303 is of relatively small 30
radius'of about 20".
‘
right; and similarly, the front-rear axle 202 carries a pair
of laterally spaced-apart saddles 212 securely fastened
thereto, as by welding, and 'disposed'intermediate the ad
jacent inner road wheels 203 and respectively arranged
left and right. In the arrangement, the pair of saddles
211 and the pair of saddles 212 vare preferably identi
cally constructed; and each of the saddles 211 embraces
the engaged lower portion of the rear-rear axle 201,
while each of the saddles 212 embraces the engaged lower
~ Before proceeding with further descriptionv of the
structural details of the semi-trailers 200 and 300, itrisq
noted that preferably the railway car 100 is of the con=
struction and arrangement of that disclosed in the pre
viously mentioned copending application 7 of Deodat
Clejan; whereby the railway car 100 comprises, as shown
in FIGS. 1 and 2, a longitudinally extending center sill
portion of the front~rear axle 202.
7
Each of a pair of trucks 221 respectively cooperates
with the rear-rear saddles 211, the trucks being respec
101 of hollow box-like construction supported attthe ends
tively arranged left and right; which trucks 221 are re
thereof by a pair of trucks 102 of standard ‘rail gauge 40 spectively secured to the rear-rear saddles 211 by a pair
that cooperate with an associated railway track 103, also
of cooperating pins 231, as shown in FIG. 5 and as ex
of standard rail gauge. The center sill 101 essentially
plained more fully hereinafter. Each of the trucks 221
comprises a pair of longitudinally extending and later
carries two spaced-apart flanged rollers 222 respectively
ally spaced-apart I-beams 104 that are suitably connected 7
disposed in front of the rear-rear axle 201 and in rear of
the rear-rear axle 201, as shown in FIG. 3. In the left
together at a plurality of longitudinally spaced-apart
points by a corresponding plurality of cross braces 105.
hand truck 221, the two left rollers222 are disposed in
The top ?anges 106 of the I-beams 104 constitute a pair '
longitudinal ‘alignment and located inwardly with respect
of longitudinally extending and laterally spaced-apart '
rails provided on the top’ of the center sill 101 and con~
vstituting a trackway of given narrow gauge. Also, the
railway car 100 comprises a pairof longitudinally ex
to the associated left inner road wheel 203; and in the
right-hand truck 221, the'two right rollers ‘222 are dis
posed in longitudinal alignment :and located inwardly
with respect to the associated right inner road wheel 203.
tending and laterally spaced-apart platforms 107 respec-,
The two ?anges respectively carried byrthe left rollers
tively carried by the outer sides of the, webs of the I
lbeams 104 and respectivelyprojecting outwardly there
‘from and disposed below the top ?anges 106 and consti
V‘tuting a roadway of standard road gauge. In thear
rangement, each of the platforms‘ 107 is’ supported by a
plurality of longitudinally spaced-apart and laterally out
222 are respectively disposed on the outer sides thereof
to the associated/left inner'road wheel 203, and
55 adjacent
the two ?anges respectively carried by the right rollers
222 are respectively disposed on the outer sides thereof
adjacent to the associated right inner road wheel 203;
whereby the two pairs of rollers 222 are ‘inwardly facing
wardly projecting cantilever ‘beams 108v disposed there
'below’ in supportingrelation therewith, the inner ends of
the beams 108 being rigidlysecured, as ‘by welding, to
60
the outer side of the web of the associatedv 'I-beam 1014.
'Speci?cally, each of the platforms 107 is of'fabri
cated structure and of substantially box-like. con?gura
tion, including an outer downwardly turned ?ange 109
and an inner upwardly turned ?ange 110, as well as a
number of‘inteirmediate longitudinally extending and lat
' erally spaced-apart sills 111.’ 'Also, the railway car 100
comprises a, Pair of longitudinally, extending and laterally -
and are adapted to straddle and to engage the two rails
106' of the longitudinally extending track provided by the
center sill 101 of the railway car 100, with the ?anges
0(f1 the two'pairs of rollers 222 guiding upon’ the’ outside
e ges
of the rails .106 engaged thereby so as to support’
7 the rear-rear axle 201 upon the track 106 independently
65
V of the road-wheelst203 carried thereby‘ and with the two
7 pairs of road wheels 7203, respectively projecting laterally‘
outwardly on opposite sides of the track mentioned dur
ing railway operation of- the semi-trailer 200. '1
'
dolly wheels 241 are respectively carried
spaced-apart wheel guide ‘rails 112 respectively carried 70 byTwor?anged
the
‘front-rear
saddles 212; which dolly Wheels241’are
upon the extreme lIPPer ends of the upwardly directed
respectively secured to the'lfront-rear saddles 212'by a
- ?anges 110 provided on the inner edges of the platforms
pair ‘of cooperating pins 251, as shown in FIG". 3. "
4 The left dolly wheel 241 is located inwardly with. re
107. Each of the wheel guide rails 112 is preferably of,
substantially tubular form and is secured, as by welding,
upon the extreme upper end of the associated ‘upwardly
5
spect to the associated left inner'road, wheel 203 and is
‘disposed below the front~rear axle 202; and the right
3,043,242
'
.
6
dolly wheel 241 is located inwardly with respect to the
associated right inner road wheel 203 and is disposed
below the front-rear axle 2532. The ?anges respectively
carried by the dolly wheels 241 are respectively disposed
on the outer sides thereof adjacent to the associated inner
road wheels 203; whereby the dolly wheels 241 are in
wardly facing and are adapted to straddle and to engage
high connectors, including the pins 331; and similarly, the
dolly wheels 34-1 of relatively small radius are carried by
the ‘front-rear saddles 312, employing the pins 351. This
‘arrangement of the trucks 321 in their high positions and
the ‘dolly wheels 341 of relatively small radius insures that
the rear-rear ‘axle 301 and the front-rear axle 302 are
supported sufficiently high above the track rails 106 car
ried by 'the center sill 101 of the railway car 100 so that
the two rails 106 of the cooperating longitudinally extend
the rear wheels 303 of relatively small diameter are posi
irrg track provided by the center sill 101 of the associated
railway car 100 with the ?anges on the dolly wheels 241 10 tioned above and out of contact with the platforms 107,
while preserving a low center of gravity of the supported
guiding upon the outer edges of the rails 106 engaged
semi-trailer 300 upon the railway car 100.
thereby so as to support the front-rear axle 202 upon
Again referring to FIG. 2, preferably the center sill 101
the track mentioned independently of the road wheels
of the railway car 100 incorporates a pair of longitudinal
203 carried thereby and with the same respectively pro
jecting laterally outwardly on opposite sides of the track 15 ly spaced-apart shock-absorbing mechanisms of the gen
eral construction and arrangement as disclosed in the co‘
‘during railway ‘operation ‘of the semi-trailer 200.
pending application of Deodat Clejan, Serial No. 593,848,
Again referring to FIG. 5, the rear-rear saddle 211
?led June 26, 1956, now Patent No. 2,944,492, granted
essentially comprises a steel forging including a pair of
‘July 12, 1960; which shock-absorbing mechanisms re
laterally spaced-apart side arms 213, in which there is
arranged an upper pair of aligned holes 214 ‘and in which 20 spectively cooperate with the two semi-trailers 200 and
300. As illustrated in FIG. 2, the shock-absorbing mech
there is arranged a lower pair of aligned holes 215.
anism 120 that cooperates with the semi-trailer 200 es
Similarly, the truck 22'1 essentially comprises a steel forg
sentially comprises a pair of longitudinally extending and
ing including -a pair of laterally spaced-apart side arms
laterally spaced-apart shafts 121 that are slidably
223 in which there is arranged an upper pair of aligned
holes 224 and in which there is arranged a lower pair of 25 mounted upon the respectively associated webs of the
Lbeams 104 by respective cushioning devices, not shown.
aligned holes 225. In the assembly, the pair of side arms
Also, the shafts 121 are mounted for rotation about the
223 is disposed in the space between the pair of side
axes thereof, and are operatively connected together by
arms 213; and in the present case, the truck 221 occupies
a laterally extending operating shaft 122 that is supported
its low position with respect ‘to, the rear-rear saddle 211;
whereby the pin 231 is inserted into the upper aligned 30 by two gimbal mechanisms 123 ‘respectively carried by
the two shafts 121. Also, the two shafts 121 respectively
holes 214 and 224 respectively provided in the side arms
carry two hooks 124 that are adapted to cooperate with
213 and 223; which arrangement constitutes a low con
the trucks 221 carried by the rear-rear axle 201 of t -e
nection for the truck 221 with respect to the rear-rear
semi-trailer 200.
_
saddle 211. When this low connection of the truck 221
with respect to the rear-rear saddle 2111 is employed, as 35 vMore particularly, when the operating shaft 122 is ro
tated in one‘ direction, the shock-absorbing shafts 1121 are
shown in FIG. 5, the truck 221 is disposed a relatively
rotated with respect to each other in a ?rst direction so
great distance below the rear-rear axle 201, thereby to
as to project the hooks 124 from their normal and dis
cause the ?anged rollers 222 when in engagement with
engaged positions disposed below the track rails 106 into
the cooperating rail 106, to position the adjacent left
road wheels 203 above the adjacent platform 207 disposed 40 their operated and engaged positions illustrated in FIG. 2
and disposed above the track rails 106 and in cooperating
ttherebelow.
relation with respect to the two trucks 221. On the
Recapitulating: in the semi-trailer 200 that is equipped
other hand, when the operating shaft 121 is rotated in the
with the relatively large radius road Wheels 203, the
trucks 221 are carried by the rear-rear saddles 211 by the
opposite direction, the shock-absorbing shafts 121 are ro
low connectors including the pins 231; and similarly, the 45 tated with respect to each other in a second direction, so
as to withdraw the hooks 124- from their projected posi
dolly wheels 241 of relatively large radius are carried
tions, illustrated in ‘FIG. 2, back into their Withdrawn
by the front-rear saddles 212, employing the pins 251.
positions. Also, the mechanism 120 carries a latch de
This arrangement of the trucks 221 in their low positions
vice, indicated at 125, that is employed for the purpose
and the dolly wheels 241 of relatively large radius insures
that the rear-rear axle 201 and the front-rear axle 202 are
of restraining the operating shaft 122 in its adjusted posi- .
supported su?‘iciently high above the track rails 106 car
tion operating the hooks 124 into their projected post-ions,
thereby to insure that the projected hooks 124 are re
ried by the center sill '101 of the railway car 100, so that
strained in their projected and latched positions with re
the road wheels 203 of relatively large diameter are posi
spect to the cooperating trucks 221.
tioned above and out of contact with the platforms 107,
while preserving a low center of gravity of the supported 55 Referring now more particularly to FIGS. 2 and 6, it
will be observed that each of the trucks 221 and 321 is
semi-trailer 200 upon the railway car 100.
provided with an inwardly extending latchkeeper section
Referring now to FIGS. 1, 4 and 6, the semi-trailer 300
disposed in cooperating relation with respect to the as
is equipped with the relatively small radius road wheels
sociated hook 124. Speci?cally, as illustrated in FIG. 6,
303, as previously noted; whereby in this case, the pair
the truck 321 comprises the latchkeeper section 325 that
of trucks 321 is secured to the rear-rear saddles 311 by
projects inwardly over the associated track rail Y106 and
the pair of cooperating pins 331, with the trucks 321 in
over the associated shock-absorbing shaft 121; which
their high positions with respect to the rear-rear saddles
latchkeeper section'325 comprises an upstanding latch
311, and the pair of dolly wheels 341 is of relatively small
bar 326 that is overhooked and engaged by the extreme
radius and is respectively secured to the pair of front
rear saddles 312 by the respectively cooperating pins 351. 65 outer hooked end of the hook 124.
In view of the” foregoing explanation of the mode of
In order to secure the truck 321 to the rear-rear saddle
operation of the shock-absorbing mechanism 120 incor
311 in its high position with respect thereto by the co
porated in the center sill ‘101 of the railway car 100, it
operating pin 331, it is only necessary, as shown in FIG.
will be understood that when the semi-trailer 200 is in
6, to insert the pin 331 through the lower aligned holes
its proper supported position upon the railway car 100,
315 and 325 respectively formed in the side'arms 313 and
it is carried upon the track rails 106 by the rollers 222
323 ‘of the respective rear-rear saddle 31-1 and the truck
provided in the trucks 221 carried by the rear-rear saddles
321.
211 and by the dolly wheels 241 carrying the front-rear
eoapitulating: in the semi-trailer 300'that is equipped
saddles 212. Moreover, at this time, vthe shock-absorb
with the relatively small radius road wheels 303, the
trucks 321 are carried by the rear-rear saddles 311 by the 75 ing, mechanism ‘120 may be selectively operated to ‘latch
3,043,242
and to release the mounted semi-trailer 200, in the man
the low position of the truck 221, as established by the
ner previously explained by virtue of the cooperation be
tween the hooks 124 and the trucks 221. During rail
position of the pin 231, ‘as shown in FIG. 5, brings about
a second predetermined distance between the position of
road operation of the semi-trailer 200 in its mounted
the truck 221 and the center line of the rear-rear axle
position upon the railway car 100, longitudinal shocks 5 201; wherein the second predetermined distance men
between the railway car 100 and the mounted semi
tioned is 2" greater than the ?rst predetermined distance
trailer 200 are adsorbed by the shock-absorbing mech
mentioned. Also, coordinate with these dimensions, the
anism 120, by virtue of the fact that the semi-trailer 200
radius of the relatively large dolly wheel 241 is greater
is capable of limiting longitudinal rolling movements " than the radius of the relatively small dolly wheel 341
along the track rails 106 upon the rollers 222 and the’ 10 by 2".
dolly wheels 241, with the resulting absorption of the
In passing, it is noted that the radii of the various road
shock energy by the shock-absorbing devices operatively
wheels 20-3 and 303, the radii of the various dolly wheels
associated with the shock-absorbing shafts 121. This ar
241 and 341, the clearances and the various distances,
rangement is very advantageous, since it minimizes the ' all as explained above, are set forth, by way of example,
transmission of longitudinal shocks to the mounted semi 15 and not by way of limitation, for the purpose of a clear
trailer 200, thereby minimizing damage to the cargo
description of the fundamental features of the mounting
housed in the body thereof during the railway transporta
arrangement, as described above.
tion operation.
.
In view of the foregoing,'it is apparent that there has
' Of course, it will be understood that the shock-absorb
been provided in a combination road and railway vehicle,
ing mechanism incorporated in the railway car 100 and 20 including a chassis'provided with a laterally extending
cooperating with the semi-trailer 300 a?ords similar
axle carrying at the opposite ends thereof, a pair of road
shock-protection to the mounted semi-trailer 300, since
wheels, wherein the road wheels may have either a rela~
the mounted semi-trailer 300 is also capable of the pre
tively small radius or a relatively large radius, an im
'viously described limited longitudinal rolling movements ' ‘
proved and simpli?ed mounting arrangement for-accom
upon the, rollers 322 and the dolly wheels 341 in engage 2 modating the support of the vehicle upon an associated
ment with the-track rails 106; all for the purpose explained
cooperating railway car; whereby there is achieved a
minimum low center of gravity of the vehicle in its
mounted position upon the railway car, while preserving
adequate clearance between the road wheels carried by
equipped semi-trailers) during railway operation are 30 the
vehicle and the other parts of the railway car.
mounted upon the rollers and the dolly wheels described
‘ While there has been described what i is at present
above cooperating with the track rails 106 and are af
considered to be the preferred embodiment of the inven
forded the shock-protection by'the action of the coop
tion, it will be understood that various modi?cations may
erating shock-absorbing mechanisms incorporated in the
be made therein, and it is intended to cover in the ap
railway car 100, as explained above. On the other hand, 35 pended
claims all such modi?cations as fall within the
' semi-trailers of the ?rst type (the unequipped semi
above.
By the way of recapitulation, it is pointed out that the
semi-trailers 200 and 203 of the second type (the
true spirit and scope of the invention.
trailers) during railway operation are mounted upon their
road wheels cooperating with therplatforms 107 and are
afforded the shock-protection 1by‘ the action of the co
,
'
e
What is claimed'is:
1. A combination road and railway vehicle comprising
operating shock-absorbing mechanisms incorporated in the 40 a chassis provided with a laterally extending axle carry
ing at the opposite ends thereof a pair of road wheels,
railway car 100, in a manner similar to that explained
wherein said road wheels may have either a ?rst rela-'
tively small radius or a second relatively large radius
Furthermore, it will be appreciated that a semi-trailer
exceeding said ?rst relatively small radius by a predeter
of the ?rst type (an unequipped semi-trailer), regardless
irnined
increment, and a pair of laterally spaced-apart
of the class thereof, is mounted for the previously de 45
rolling supports both disposed below and securely fas
scribed rolling movements upon the trucks and dolly
tened to saidlaxle intermediate said road wheels and re
wheels carried thereby with a minimum low center of’
spectively arranged left and right; each of said rolling
gravity with respect to thevrailway car 100,- consistent
supports including a saddle both disposed below and se
with’adequate clearance of the road wheels carried there
above.
'
'
by with respect to the platforms 107 carriediby the rail 50 curely fastened to said axle adjacent to the associated
road wheel and having a depending saddle arm, a truck
way car 100, For example, as shown in FIG. 5,. the ra
disposed below and in cooperating relation with said
saddle and having an upstanding truck arm, said truck
be '22", as previously noted, and the clearance between
carrying, two spaced-apart ?anged rollers respectively
the lower surface of each of the road wheels 203 and the
adjacent upper surface of the associated platform 107 55 disposed‘in ‘front of said axle and’ in rear of said axle in
longitudinal alignment and located inwardly with respect
may be 1,"; whereby, in this case, the mounting arrange
to the associated road wheel, the two ?anges respectively
ment described is productive of a total vertical distance
carried by said rollers being respectively disposed on the
of 23"’ between the center line of the rear axles 201 and
outer sides thereof adjacent to the associated road wheel,
203 of the semi-trailer 200 and the adjacent upper sur
and means including a single pin having a diameter of
faces of the platforms 107 carried by the railway car 100.
the order of said predetermined increment for ,pivotally
Similarly, as shown in FIG. 6, the radius of each of the
interconnecting said saddle arm and said truck arm, said
relatively small road-wheels 303 may be 20", as previ
pin cooperating with a ?rst hole set provided in said arms
ously noted, and the clearance between the lower surface
to establish a high position of said truck disposed a rela—
of each of the road wheels ‘303 and the adjacent upper
tively small distance below said axle and cooperating with
surface of the associated platform 107 may be 1";'where
a second hole set provided in said arms to establish a
.by in this case, the mounting arrangement described is
low position of said truck disposed a relatively ‘great
productive of a vertical distance of 21" between the cen
distance below said axle, the distance between said high
ter line of the rear axles 301 and 303 of the semi-trailer.
' dius of each of vthe relatively large road wheels 203 may
300 and the adjacent upper surfaces of the platforms 107 ’ " position and said low position being substantially equal to
carried by the railway car 100.
70 said predetermined increment, lwherebypthe vertical dis
tance between the lower surface of an adjacent road wheel
Accordingly, it will be appreciated'that the high'posi!
of said ?rst relatively small radius andthe lower surfaces
,tion of the truck 321, as established by the position of
of said rollers when said truck is in its high position and
the pm 331,, as shown in FIG. 6, brings about a'?rst
' predetermined distance between the position of the truck
V321'and the center line of the rear-rearraxle 301; while
‘ the vertical distance between the lower surface of an
75
adjacent road wheel ofsaid second relatively large radius
3,043,242
10
and the lower surface of said rollers when said truck is in
its low position both being substantially equal to each
other.
2. The combination road and railway vehicle set forth
in claim 1, wherein said truck has a latch keeper rigidly
secured thereto and located laterally inwardly of and
adjacent to said rollers and adapted to cooperate with
latch structure carried by the frame of the associated
railway car on which said vehicle is mounted for latching
in place said vehicle in its mounted position during rail
way operation thereof, the lower surface of said latch
"I
keeper being disposed above the lower surfaces ot said
rollers so as to prevent interference by said latch keeper
with the frame of the associated railway car during rail
way operation of said vehicle.
References Cited in the ?le of this patent
UNITED STATES PATENTS
10
2,834,608
2,905,104
2,949,865
Wixson ______________ __ May 13, 1958
Bounds _____________ __ Sept. 22, 1959
De Grandpre ________ _._ Aug. 23, 1960
Документ
Категория
Без категории
Просмотров
0
Размер файла
1 026 Кб
Теги
1/--страниц
Пожаловаться на содержимое документа