Trinity Industries, Inc.

Pullman Incorporated

Pullman Standard Inc.

Sellberg, Robert P.

Przybylinski, Phillip G.

Hesch, Harold E.

Harold E Hesch

Phillip G Przybylinski

Albert A Beers

Stephen W Smith

Robert P Sellberg

Harold A Wold

Thomas Lindauer

Michael DiLuigi

Michael W Diluigi

George S McNally

Leonard F LeMaire

An improved automobile transport railway car that is constructed from noncorroding materials adjacent to load carrying areas and that is enclosed by doors on both ends of the car. In the case of the articulated cars, a bellows assembly encloses and spans the ends of adjacent units. The car may be provided with two or more decks and has walls and a roof preferably constructed from nested, pultruded sections that are light in weight and are non-corrodible.

Railway car

An improved articulated railway spine car unit for carrying highway truck trailers and/or containers has a center sill which extends substantially the entire length of the car unit. The center sill has end portions with upper surfaces depressed with respect to the upper surface of a longitudinally extended center portion. A retractable fifth wheel or trailer hitch is located on the upper surface of at least one end portion of the center sill. The upper surface of the trailer hitch, when retracted onto the center sill, is at substantially the same level as the center portion of the center sill. The raised center sill center portion both provides backup support for the floors of containers carried on the car unit, and also increases the center sill's structural rigidity and resistance to bending deflection. Stowable container locks extending through trailer wheel decks on the car unit are provided with pivotable covers which cover the locks and associated wheel deck openings when the locks are stowed, and secure the locks in their upright position when a container is to be mounted thereon.

All purpose railway spine car

The present invention provides a railway car for hauling stacked containers. The railway car comprises a coupler and draft assembly having a vertical dimension that is substantially reduced over conventional railway car systems. The reduced height of the coupler and draft assembly allow three tiers of containers to be stacked on the railway car without exceeding A.A.R. height requirements.

Low profile railway car

Railway spine car

A container floor restraint for a freight rail car is provided. The car has a longitudinally extending center sill and a plurality of cross beams extending transversely thereof. The car further has a load supporting assembly at one end and a load supporting deck at the other. The container floor restraint includes a first pair of arms extending generally outwardly and perpendicularly from the center sill at a predetermined distance from the load supporting assembly, each arm being substantially opposed to one another. A second pair of arms extend generally outwardly and perpendicularly from the center sill spaced apart from the first pair of arms. The arms have outer ends extending substantially equidistantly from the center sill and are attached to first and second brace members. The brace members extend longitudinally alongside and generally parallel to the center sill. Additionally, channel braces are disposed longitudinally on the center sill spread from the first pair of arms and provide further restraint to a container floor.

All purpose spine car container floor restraint

A rail car end assembly comprises upper and lower tracks for guiding and stabilizing multi-panel rigid doors moving between open and closed positions. End posts are located inside the car and spaced inwardly from respective side wall end portions. The door pass between the space between the end posts and the side wall end portions when moved into the open position. A latch arrangement is provided which latches the door in the open and closed positions. The latch arrangement includes a lower pin engaging a keeper adjacent the lower track, and an upper pin engaging a keeper supported on an elevated platform in the car. The pins are joined by a cable for synchronous movement to lock and to release the doors. Each door has a follower engaging the upper track for guiding the door. In the closed position, the follower engages a stop on the track which reinforces the upper portion of the door against outward movement. Each door has an inner panel with an inwardly projecting anti-pilferage barrier in the form of a flange which projects under the roof.

Rail car end assembly

A railway car comprising a longitudinal center sill and floor members carried at opposite sides of the sill, and first locking devices mounted on a cross-bearer connected to the center sill and a second set of locking devices mounted on a second cross-bearer and a third set of locking devices movable through the deck and foldable thereunder, the second set of devices pivotal longitudinally of the car between retracted and operative positions, and the third set of the locking devices pivotal transversely of the car.

All purpose car

A railway car comprising a longitudinal center sill and floor members carried at opposite sides of the sill, and first locking devices mounted on a cross-bearer connected to the center sill and a second set of locking devices mounted on a second cross-bearer and a third set of locking devices movable through the deck and foldable thereunder, the second set of devices pivotal longitudinally of the car between retracted and operative positions, and the third set of the locking devices pivotal transversally of the car.

A rail car end assembly comprises upper and lower tracks for guiding and stabilizing multi-panel doors moving between open and closed positions. End posts are located inside the car and spaced inwardly from respective side wall end portions. The doors pass between the space between the end posts and the side wall end portion when moved into the open position. A latch arrangement is provided which latches the door in the open and closed positions. The latch arrangement includes a lower pin engaging a keeper adjacent the lower track, and an upper pin engaging a keeper supported on an elevated platform in the car. The pins are joined by a cable for synchronous movement to lock and to release the doors. Each door has a follower engaging the upper track for guiding the door. In the closed position, the follower engaging a stop on the track which reinforces the upper portion of the door against outward movement. The upper end of each door is pivotally connected on a vertical axis adjacent its inner edge to one end of a stabilizing arm the other end is pivotally connected on a vertical axis to the car.

A rail car end assembly comprises upper and lower tracks for guiding and stabilizing mutli-panel rigid doors moving between open and closed positions. End posts are located inside the car and spaced inwardly from respective side wall end portions. The doors pass between the space between the end posts and the side wall end portion when moved into the open position. A latch arrangement is provided which latches the door in the open and closed positions. The latch arrangement includes a lower pin engaging a keeper adjacent the lower track, and an upper pin engaging a keeper supported on an elevated platform in the car. The pins are joined by a cable for synchronous movement to lock and to release the doors. Each door has a follower engaging the upper track for guiding the door. In the closed position, the follower engages a stop on the track which reinforces the upper portion of the door against outward movement.

A railway car comprises a center sill with a crossbearer, webs and end bolsters extending across thereof. A light side stiffener interconnects the projecting ends of said webs and spans between the bolster and the crossbearer. A shear plate covers a trapezoidal end frame extending from the bolster. The frame includes inclined braces buttressing a pair of cantilivered brackets projecting toward and horizontally overlapping similar brackets of the adjacent car.

Railway freight car

A railway car comprises a center sill with a crossbearer, webs and end bolsters extending across thereof. A light side stiffener interconnects the projecting ends of said webs and spans between the bolster and the crossbearer. A shear plate covers a trapezoidal end frame extending from the bolster. The frame includes inclined braces buttressing a pair of cantilevered brackets projecting toward and horizontally overlapping similar brackets of the adjacent car.

A trailer hitch for securing trailers to a platform or deck of a railway flat car comprises an upright pedestal pivotally connected so that it and a fifth wheel plate can be attached to the kingpin of a trailer. The hitch includes a diagonal assembly pivotally connected to the pedestal and being rockable therewith. The diagonal assembly comprises diagonally extending outer thrust members and a central thrust member. A pair of laterally spaced upright support plates are rigidly connectd to the platform or deck. The outer thrust members support in spaced relation a plurality of resilient members on their inner surfaces. The resilient members are also connected to the support plates. Other similar resilient members are connected to the inner surfaces of the upright support plates and these are also connected to the central thrust member thereby providing a completely cushioned trailer hitch.

Trailer hitch with elastomer in shear cushioning

Pivot mounts for enabling pivotal attachment of support struts of a fifth wheel hitch assembly to the deck of a raiway car are provided with a fabricated inverted U shaped torque box or beam fixed transversely between upright pivot mount plates of the center sill mounted hitch on the railway car for structural strength and rigidity. Due to the torque box the mount is sufficiently rigid to preclude the need to attach the pivot mount to the inside of the box sill of a railway car.

Growing community of inventors

St. John, IN, United States of America

Harold E Hesch