Acf Industries, Incorporated

Other

American Railcar Industries, Inc.

James C Hammonds

Patricia S Stoller

Jan D Holt

Ronald D Van Dyke

Gerald D Garner

Paul E Hicks, Jr

Conway H Melcher

Kenneth D Schmidt

Arnold Schlobohm

Ronald D VanDyke

John O Kloepper

Richard H Dugge

John A Krug

Dallas W Rollins

Frederick E Vorwerk

Eugene J Cordani

Dennis F Paglusch

George C Campbell

A retractable stanchion for supporting a semi-trailer during transport on a deck of a railcar is provided. The stanchion includes a rear guide support assembly, a diagonal support strut coupled to said rear guide support assembly, and a vertical support strut operatively connected to said diagonal support strut. The vertical support strut an outer frame, an inner frame, and a moveable pull-up assembly. The outer frame includes an outer frame first end and an outer frame second end. The outer frame first end is pivotally mounted to the deck of the railcar. The inner frame is coupled to and disposed within the outer frame. The moveable pull-up assembly includes a pull-up assembly first end and a pull-up assembly second end, wherein the pull-up assembly first end is pivotally coupled to and substantially disposed within the inner frame, and wherein the pull-up assembly is configured to be engaged by a tractor hook and moved from an engagement position to a pull position. The pull position facilitates rotating the vertical support strut from a first horizontal retracted position to a second vertical erected position.

Apparatus and method for supporting a semi-trailer on a railcar

A retractable trailer hitch (1) for use on an intermodal railcar (C) supports an over-the-road trailer (T) of the railcar when the hitch is in its raised position. The hitch includes a hitch head (3) which is releasably securable to the king pin (K) of the trailer. The hitch head is supported by a first or generally vertical support strut (9) and by a second or a diagonal support strut (7), both of these struts being pivotally connected to the hitch head. The lower end of the first strut is pivotally secured in fixed position to the railcar and the lower end of the second strut is selectively locked in a fixed position with respect to the railcar when the hitch is in its raised position. A latch mechanism is carried on the lower end of the second strut so as to positively maintain the hitch in its raised position. The latch mechanism may be manually operated by a train attendant from the side of the car clear of the hitch so as to unlock the hitch and to permit movement of the hitch from its raised to its retracted position.

Retractable railcar hitch

A hopper is provided having longitudinally spaced tapered end walls and transversely spaced tapered side walls. An opening is provided in one of the end walls and a discharge conduit is attached to the external surface of this end wall. On the internal surface of this end wall a discharge trough is attached. The front surface of the trough is tapered on the same incline as this end wall. Fluidizing membrane assemblies are attached to each of the side walls which are inclined downwardly toward the discharge conduit to facilitate lading flowing into the discharge conduit during unloading. The discharge trough is generally in the form of an inverted V, with the lower edges of the V spaced from the lower hopper wall a distance sufficient to allow air and lading to pass around the trough and into the discharge trough. The lower edges of the V are preferably tapered inwardly and downwardly toward the end wall to increase the velocity of the fluidized lading as it passes into the trough and then into the discharge conduit.

Fluidizing outlet assembly including internal trough

A railroad car (12) has a set (B1) of brakes acting on wheels (W1) at one end of the car and a set (B2) of brakes acting on wheels (W2) at the opposite end of the car. A mechanism (38) for applying a brake force produced by operation of a hand brake (HB) includes a force splitter (40) interconnected with the hand brake and one set (B1) of wheels to transmit the brake force to this set of brakes. A first torque unit (54) is interconnected with the force splitter to transfer the brake force from one end of the car to the other. A second torque unit (74) is interconnected with the first torque unit and the other set (B2) of brakes to transmit the brake force to this other set of brakes. Application of both sets of brakes in response to operation of the hand brake prevents movement of the car.

Hand brake mechanism including force dividing assembly

In accordance with the present invention a lock block link 34 has a first end 36 connected to a trailer hitch bumper block 22 and a second end 40 which engages a lock block 46 which holds the hitch jaws 16 in closed position. The lock block link 34 is supported by an operating shaft link 54 extending from a manual operating shaft 50 extending to the side of the hitch. When the bumper block 22 is engaged by a tractor, the bumper block rotates about pins 30 connecting the bumper block to the hitch head 10. This rotation moves the lock block link 34 and in turn the lock block 46 rearwardly, which allows the jaws 16 to rotate to open position to allow exit of the trailer king pin. A lost motion connection 31 is provided in the connection between the first end of the lock block link and the bumper block to allow the lock block link 34 to move relative to the bumper block when the lock block 46 is moved rearwardly manually by the operating shaft. This connection may comprise at least one elongated slot 32 in the bumper block into which fits the first end of the lock block link.

Combination manual and automatic unlocking mechanism for trailer hitch

A tractor operated hitch is provided including a vertical strut and a diagonal strut, each connected to the hitch head and which provide the sole support for the hitch head. A bumper block assembly is pivotably mounted about the hitch head which depends from and extends outwardly from the hitch head in a direction away from the diagonal strut a distance sufficient to locate a bumper within the industry standard distance above the deck. On the opposite side of its pivot point the bumper block assembly is connected to a diagonal strut linkage which, upon application of sufficient force by the tractor to the bumper, will pivot the bumper block assembly about its pivot point and disconnect the diagonal strut linkage from an upright, engaged position to a retracted position on the deck. The vertical strut is provided with a bumper block assembly slot located between transversely spaced vertical legs or in a transverse wall portion whereby in retracted position the hitch and the bumper block assembly do not extend more than six (6) inches above the deck. This allows other tractors and trailers to pass over the retracted hitch and complies with the industry standard concerning tractor operated hitches in the retracted position.

Collapsible trailer hitch bumper block assembly

A hitch head or fifth wheel is provided including a pair of pivotable jaws which in closed position hold in place a kingpin of a highway trailer. A horizontally movable lock block engages the rear portion of the jaws and holds the jaws in closed position. The lock block is movable to a position out of engagement with the jaws to allow escape of the kingpin. The rear surfaces of the jaws and the side surface of the lock block are provided with cooperating tapers which reduce frictional drag when the lock block is moved to open position, and when it returns to locked position, compensate for manufacturing tolerances which tend to create misalignment between the lock block and the rear portion of the jaws, compensate for wear in the engaging surfaces of the jaws and lock block, and provide a tight fit without undue clearance when the lock block engages the jaws.

Hitch head having jaws and lock block with cooperating tapered surfaces

A hitch head or fifth wheel is provided including a pair of pivotable jaws which hold in place a kingpin of a highway trailer. A horizontally movable lock block, biased by a stiff spring to closed position, engages the jaws and holds them in closed position, maintaining the kingpin in place. The lock block is movable to an open position by a finger extending through an opening in the lock block. The finger is movable to an overcenter position which allows the lock block to move to a position engaging the rear portion of the jaws, holding the jaws open until another kingpin enters the jaws and pivots the jaws to closed position. The front portion of the lock block is provided with a cam surface. If a first jaw begins to move to closed position and the other jaw does not, the first jaw will move the lock block rearwardly and a lock block cam surface protrusion will engage the finger and pivot the finger whereby the finger will engage a rear external surface of the other jaw. This prevents further movement of the first jaw toward the closed position. Alternatively, the first jaw will engage the finger to pivot the finger to engage the other jaw. This prevents further movement of the first jaw toward closed position.

Hitch head having interlocking jaw mechanism

In a tractor operated piggyback railway trailer hitch including a vertical strut and a diagonal strut supporting a hitch head or fifth wheel, an improved bumper block assembly is provided, including at least one bumper block support plate pivotably mounted about a first pin in the hitch head, and a kingpin block laterally spaced from the bumper block support plate. The bumper block includes a generally vertical surface adapted to be contacted by a tractor, and a body portion including a first opening to receive a second pin. The bumper block is pivotably mounted about the second pin extending through the bumper block support plate and the bumper block. A third pin extends through the bumper block and said bumper block support plate. The third pin is designed to shear at a predetermined applied load. Thus, if the tractor applies a load to the third pin above the predetermined load, the third pin will shear off and the bumper block will pivot about the second pin, and the remainder of the hitch operating mechanism which might normally be damaged by such a hard impact is protected.

Collapsible trailer hitch bumper block excessive impact protection

In the piggyback trailer hitch of the present invention, the hitch is held in upright position by a pair of hook-shaped movable locking lugs which engage a pair of fixed locking lugs on opposite sides of the hitch. Links extending from the nose of the movable locking lugs are attached to a shaft extending transversely of the hitch. On at least one side of the hitch an indicating arm is pivotably mounted upon an upper diagonal strut cover plate. The indicating arm includes a lower surface which engages the shaft. The lower surface includes a slot which the shaft engages when the movable locking lug is locked in the upright position. When the shaft engages this slot, the distal end of the indicating arm extends through a slot in a lower diagonal strut cover plate to indicate to the operator that the hitch is fully locked in the upright position. The lower surface of the indicating arm includes a surface portion laterally spaced from the slot which the shaft engages when the movable locking lug is not in the fully engaged position with the fixed locking lug. When the shaft engages this camming surface, the indicating arm is pivoted to a position located within the diagonal strut, above the lower cover plate. This indicates to the operator that the hitch is not in the fully locked, upright position.

Collapsible fifth wheel trailer hitch locked position indicator

A railway trailer hitch includes a diagonal strut linkage rigidly attached to a bumper block assembly which is pivotably mounted about a pin supported for rotation by a vertical strut. The linkage extends within a hitch diagonal strut. A transversely extending shaft is attached to the lower portion of the linkage. At least one movable locking link is attached to the outer end of the shaft. The movable locking link is adapted to engage at least one fixed locking lug on at least one side of the hitch when the diagonal strut linkage is in the extended position within the diagonal strut. A spring is attached to the diagonal strut and to the diagonal strut linkage biasing the linkage into a downward position within the strut. Guide means are located within the diagonal strut allowing vertical movement of the linkage within the strut as the bumper block rotates about the pin and the linkage is moved longitudinally within the strut against the bias of the spring.

Tractor operated fifth wheel hitch stand diagonal strut linkage

A trailer hitch head or fifth wheel is disclosed including a pair of jaws which engage the kingpin of a trailer to hold the kingpin in place. The jaws are held in closed position by a locking member which is biased to the engaged position by at least one stiff spring. A linkage engages the locking member to move the locking member to open position against the bias of the stiff spring. The linkage may be manually or automatically activated. A one-way kingpin gate is located in the front portion of the fifth wheel. The linkage engages an actuator which automatically engages the one-way gate and pivots the same to open position allowing exit of the kingpin. Preferably the linkage is automatically activated by a bumper bar linkage in a tractor operated hitch, and also may be manually activated by the operator. Optionally, a manually operable handle is provided including a keeper or projection which engages a slot in the locking member in open position to hold the locking member in open position.

Fifth wheel for railway trailer hitch including a one-way gate

A one-way gate assembly for a railway trailer hitch includes a pair of movable jaws adapted to assume a first position engaging and holding in place the kingpin of a piggyback trailer. A stiff yoke spring biases a yoke into a first position engaging the jaws to maintain said jaws in the first position. A one-way gate located on the exit side of the jaws is pivotably mounted about a horizontal axis. In one position the gate extends vertically upwardly, blocking exit of a trailer kingpin. A gate spring biases the gate to pivot the gate outwardly and away from said jaws. A first stop engages the base of the gate maintaining the gate in the vertically extending position. The stop is movable longitudinally of said hitch away from the gate to allow the gate to pivot to open position.

Railway trailer hitch stand pivoting one-way gate

In a railway car trailer hitch in which a yoke maintains a pair of jaws in position engaging the trailer king pin in closed position, a pivotably mounted cam assembly is provided which moves the yoke to the open position and a stop is automatically activated when the yoke reaches the open position which maintains the yoke in open position for removal of the trailer from the hitch.

Growing community of inventors

St. Charles, MO, United States of America

James C Hammonds