CA1183045A - Low level freight car for carrying trailers - Google Patents
Low level freight car for carrying trailersInfo
- Publication number
- CA1183045A CA1183045A CA000376902A CA376902A CA1183045A CA 1183045 A CA1183045 A CA 1183045A CA 000376902 A CA000376902 A CA 000376902A CA 376902 A CA376902 A CA 376902A CA 1183045 A CA1183045 A CA 1183045A
- Authority
- CA
- Canada
- Prior art keywords
- freight car
- trailer
- low level
- car
- trucks
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D1/00—Carriages for ordinary railway passenger traffic
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Handcart (AREA)
- Body Structure For Vehicles (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A freight car includes main side and end frame beams. The end beams carry support structures. Wall structures are connected to the beams and extend downwardly therefrom. A floor structure is connected to the wall structures to provide a lower well arrangement for receiving a trailer therein.
The wheels of a trailer rest on the floor of the well and the trailer hitch is supported on one of the support structures. Cars are linked to each other by trucks positioned at extreme ends of the cars so that each truck connects two adjacent cars. Each truck is fitted with an articulator connector which provides a common pivot point for adjacent cars. The invention reduces the overall height of a loaded freight car and uses the length available as efficiently as possible.
A freight car includes main side and end frame beams. The end beams carry support structures. Wall structures are connected to the beams and extend downwardly therefrom. A floor structure is connected to the wall structures to provide a lower well arrangement for receiving a trailer therein.
The wheels of a trailer rest on the floor of the well and the trailer hitch is supported on one of the support structures. Cars are linked to each other by trucks positioned at extreme ends of the cars so that each truck connects two adjacent cars. Each truck is fitted with an articulator connector which provides a common pivot point for adjacent cars. The invention reduces the overall height of a loaded freight car and uses the length available as efficiently as possible.
Description
This invent:ion relates to fre:ight cars and particu~arly to freight cars for carrying tra:ilers.
So-called "piggy back" ~'reight cars have been used -to carry trailers. With the emphasis on the conservation of gasoline, carrying trailers over long distances has 'become :increasingly more :important.
Several problems are presented when trailers are carried by con--ventional freight cars. One ls tha-t the floor level oE the freight car i.s at a set height so that the roof of thc -trailer being carried must also be correspondingly high. This makes it impossible for many frelght cars carry-ing trailers to pass under many bridges and tunnels. I~hile so~e attempts have been made to lower freight car floors by using smaller 28 inch wheels instead of the standard 33 inch wheel and by lowering the center plate of the trucks, these effects have generally not resulted in substantial lowering of the freight car 100r.
In conventional freight cars carrying trailers, the box portion of the trailer, which may be loaded, is about seven and one-half feet above the rail. This means that the center of gravity is very high and may cause trouble during transport.
Another problem presented by many conventional freight cars is its 89 foot length~ ~lile some trailers are ~0 and ~2 feet in length, the recent trend has been to build trailers o f ~5 :foot lengths. Very often reefers extend further lengths from the front of the trailers. An 89 foot long freight car is too small to carry two trailers. Carrying a single trailer with a single 89 foot freight car is economically inefficient in many cases so as to ma~e it unacceptable.
It ~s an object o~ this inyention to p~oyide an improved low level freight car unit capable of carryi.ng trailers at mini~mum heights.
It is a further object o:E this invention to provlde an improved low level :Ereiyh-t car unit :Eor carry,ing a sinyle trailer of comparable lengtll -to -the Ereight car llnit.
I-t is s-till a fur-ther object o:E this invention to provide an improved low level. freiyht car unit capable of beiny connected to an adjoining uni-t by a single -truck supportlng both ends Oe the adjoining car units.
It is still a further o]~ject of this inven-tion -to pro-vide improved low level frelgh-t units having connecting trucks which make it possible to make the units relatively short.
In accordance with the present invention, there is pro-vided a low level freight car for carrying a trailer comparable in length to the length of said freight car and having trucks including wheels supporting each end of said car and at least one next adjacent freight car comprising: (a) a main frame including a pair of load supporting longitudinal top side beams and end channels; ~b) side and end walls connected to said side beams and said end channels, respectively, extending downwardly -there-from and forming stress panels for transfering loads to said side beams and said end channels; (c) a plurality of spaced, ~,~p~Y~braces extending substantially along the length of said freight car connected between said longitudinal top side beams and said side walls; (d) a floor structure connec-ted to the low portion of said side and end walls to provide a well area below said side beams and end channels to receive and support -the bottom portion of a trailer therein and transfer -the vertical load to said side and end wall stress panels, said floor structure of
So-called "piggy back" ~'reight cars have been used -to carry trailers. With the emphasis on the conservation of gasoline, carrying trailers over long distances has 'become :increasingly more :important.
Several problems are presented when trailers are carried by con--ventional freight cars. One ls tha-t the floor level oE the freight car i.s at a set height so that the roof of thc -trailer being carried must also be correspondingly high. This makes it impossible for many frelght cars carry-ing trailers to pass under many bridges and tunnels. I~hile so~e attempts have been made to lower freight car floors by using smaller 28 inch wheels instead of the standard 33 inch wheel and by lowering the center plate of the trucks, these effects have generally not resulted in substantial lowering of the freight car 100r.
In conventional freight cars carrying trailers, the box portion of the trailer, which may be loaded, is about seven and one-half feet above the rail. This means that the center of gravity is very high and may cause trouble during transport.
Another problem presented by many conventional freight cars is its 89 foot length~ ~lile some trailers are ~0 and ~2 feet in length, the recent trend has been to build trailers o f ~5 :foot lengths. Very often reefers extend further lengths from the front of the trailers. An 89 foot long freight car is too small to carry two trailers. Carrying a single trailer with a single 89 foot freight car is economically inefficient in many cases so as to ma~e it unacceptable.
It ~s an object o~ this inyention to p~oyide an improved low level freight car unit capable of carryi.ng trailers at mini~mum heights.
It is a further object o:E this invention to provlde an improved low level :Ereiyh-t car unit :Eor carry,ing a sinyle trailer of comparable lengtll -to -the Ereight car llnit.
I-t is s-till a fur-ther object o:E this invention to provide an improved low level. freiyht car unit capable of beiny connected to an adjoining uni-t by a single -truck supportlng both ends Oe the adjoining car units.
It is still a further o]~ject of this inven-tion -to pro-vide improved low level frelgh-t units having connecting trucks which make it possible to make the units relatively short.
In accordance with the present invention, there is pro-vided a low level freight car for carrying a trailer comparable in length to the length of said freight car and having trucks including wheels supporting each end of said car and at least one next adjacent freight car comprising: (a) a main frame including a pair of load supporting longitudinal top side beams and end channels; ~b) side and end walls connected to said side beams and said end channels, respectively, extending downwardly -there-from and forming stress panels for transfering loads to said side beams and said end channels; (c) a plurality of spaced, ~,~p~Y~braces extending substantially along the length of said freight car connected between said longitudinal top side beams and said side walls; (d) a floor structure connec-ted to the low portion of said side and end walls to provide a well area below said side beams and end channels to receive and support -the bottom portion of a trailer therein and transfer -the vertical load to said side and end wall stress panels, said floor structure of
2~
~ f,,~ 3':~
said well area being substant:ially :in the same plane as the nor,i,~orltal cerlter-line of said truclc wheels; ~e) sa:id f:loor structure includi.rlg a plu-rality of spaced lateral cross beams connected between the bottom port:i,ons o:f said down-wardly extending walls; (:E) end rume asselTIblies secured to e.,lcll end at sa:id freight car adjacent said well area inclucling coupl:ing means secu:red the,reto;
(g) a pair of trucks for support:ing each end of said :fre:ight car; arld (h) coupl-ing means connected to said end Erame assembl:ies being ad.-pted to p:ivota:lly secure the respective end of said freight car on one of' said trucks, and at least one of said trucks being adapted -for pivotally supporting another freight car.
The invention will now be described in great0r detail with reference -2a-~ .3 to the accompanying drclwillgs in which:
Figure 1 is a side view illustrating a freight car un:i.t carry1.ng trailer attached to adjacent freigh-t car un:its carry:ing trailers, in accord-ance with the present invention;
Figu:re 2 is a top view, partly brolcen away, illust:rat;.ng the freig}lt car units of Figure 1 without the trallers;
Pigure 3 is a sectional view taken along lines 3-3 o:E Pigure 2, with the trailers i].lustrated in Pigure l;
Pigure 4 is a sectional view taken along lines ~-4 o:E Pigure 2, with the trailers illllstrated in Figure l; and Figure S is a. cross-sectional view taken along lines 5-5 of Figure 1.
Referring firstly to Figures 1,2, 3 and 4 of the drawings, freight car units 10, 12 and 14 are illustrated carrying trailers 16, 18 and 20, respectively. The freight car units 10, 12 and 14 are basically identical to each other and therefore only the freight car unit 10 will be described in detail.
The trailer 16 includes conventional wheels 22, a trailer hitch mechanism 24 and a landing gear 26. The trailer may include various other conventional items such as~positioning rails 28, brakes and other elements not shown or illustrated.
: As most clearly seen in Figure 5, car unit 10 includes a pair of side tubings 30 and 32 extending longitudinally along the car. The side tubings 30 and 32, along with end channel members 34 and 36, comprise the maih load bearing frame for the freight car unit 10. Side skins or walls 38 and 40 are connected to the inner surfaces of the side tubings 30 and 32 and extend downwardly toward the track 42 forming stress panels. A plurality of side : brace members 48 and 50 are connected between the tubular members 30 and 32 ~, and wall members 38 and 40, respecti~/ely. The side brace ~lembcrs 48 and 50 are spaced along the length of the car and are spaced at preclctermilled distances, as seen in Figure 1, for rein~orcing wall members38 and 40. 'i'hey are tapered as they extend downwardly so as to permit maximum clearance at the ~ottom of the car.
As can be seen clearly in l:igure 5, -the downwardly extending walls or skins 38 and 40 are part of a well structure for receiving the trailer 16.
As illustrated in this figure, s:ide angles 52 and 54 extend longitudinally along the length of the car and are welded or otherwise secured to the walls 38 and 40, respectively. Suitably welded to the side ang~es 52 and 54 are a pair of angular members 56 and 58, respectively. The support for the floor structure includes a plurality of cross beams 60 secured to the lower portions of the angle members 56 and 58. Tubing members 61 and 63 extend longitudinally along the floor of the car. The floor structure therefore includes a plurality of spaced cross beams extending longitudinally and laterally which are secured to walls 38 and 40. The tubular members 60, 61 and 63, along with the various members including the wall or skin members 38 and 40 prov:ide a well for receiving the lower portion or wheels of the trailer 16 and the members 38 and 40 transfer the load of the trailer to the side tubings 30 and 32. The tubular members may be welded together at the areas where they cross.
As illustrated in Figure 2, deck plates 62 and 64 are provided on opposite ends of the freight car unit 10. A pair of heavy duty grating assemblies 66 and 68 comprise part of the floor structure and are supported by tubular members 60, 61 and 63 ~Figure 5). The heavy duty grating is used to receive the wheels 22 of ~he trailer 16. Expanded metal grating assemblies 70, 72 and 74 are disposed on the main floor frame structure with the metal ,~ /( 9 ~r ;r, ~
grati.ng 74 being disposed between the heavy duty grating 66 and 68.
End Erame assembl:ies 76 and 78 whicll are similar to each other in basi.c construction are provided on either side of the deck plates 62 and 64 toward the end of the car. The end :frame structures 76 and 78 are reinforced and adapted to receive the coupl:ing elements for connect:ing to -the trucks 91, 93. The end frame structures include end challnel members 80 and 82 ~I'igure 1) and other reinforcing structures added for increased strength at the ends of the freight car unit 10. As illustrated in Figure 4, the end fra.me assembly 76 includes support member 81 adapted to receive and secure the trailer hitch mechanis~ 24 thereon. When the trailer 16 is carried by the freight car unit 10, the wheels of the trailer 22 rest upon the grating assemblies 66 and - 4a -and 6~ at one end and the trailer llitch 24 rc.sls on tlle sllpr~ort rnemhcr ~,1 at the other end. The landing gear 26 is positioned slightly a~)ove the floor level and is free oE any support as seen in r:igure 3.
As illustrated in F;gllre 4~ the end frame 76 inc]udes various struc~ural frame members including an end channel 84, an end tubc g6 ancl an end deck plate 88. The end deck plate 88 is dis~posed to rest on the end channel 84 and the end tube ~6. Bracing members 90 and 92 for added strength are provided on end assembly 78.
~ he total length of the Ereight car Wlit ~3"~ is made approximately , ....
50 feet long. The unit is designed to receive trailers as short as twenty three and one-half feet and extending through 45 feet or longer. The trailer may include various front reefers which normally would take a longer distance.
The freight car uni-t 10 is specifically designed to carry a single typical conventional trailer 10. In freight car units used heretofore, the length of the cars was approximately 89 feet long. Consequently, it was impossible to carry two trailers of 45 feet length necessitating -the carrying of a single trailer on a single car. This made the use of the freight car for carrying a single trailer very ine:Eficient and generally unacceptable.
The trailer is placed in the freight car unit by various conventional means including cranes and tlle like which lift the trailer over the freight car and lowered into position. These means are not related to the present invention and therefore not described in detail.
In order to accommodate the wheels 22 and the landing gear 26 as well as various other parts located beneath the main trailer, it is necessary that the well area provided by the floor and side and end walls be rela~ively free o any~othe~ mechanis~. For example, using conYentional truck arrange-ments to support the freight car a~ areas between the ends of the trailer would :' ::a,.~ 4.~
cause the trucks to project upwardly toward ~lle trailer thcreby using tho required space necessary to accornmodate the trailer.
Placing the supporting trucks at -the end of -the trailers and especially using a single truck to suppo-rt the ends of two adjacent :~-reight car units makes it possible to provide a maximum cLmoun-t o-~ space in -the well area for receiving the trailer therein.
Truck assemblies 91 and 93 are disposed on either end of the freigh-t car unit 10. The -truck assemblies 91 and 93 include the elements :Eound in many conventional trucks including the wheels 9~ and 96 with their associated axle and brake assemblies. The details of the truck are not shown in detail because they may be of conventional design. The trucks 91 and 93 are adapted to receive a coupling arrangement which may be attached to two adjacent cars. The ~rucks 91 and 93 are adapted to receive coupling assemblies 98 and 100, respectively. The coupling assemblies include conventional male and female connector elements connected to the same central pin connection so as to permit adjacent freight car units to move about the same common central point on the trucks. A type of articulator connector adapted to be attached to the truck illustrated may be of a type manufactured by American Steel Foundries, 1005 Prudential Pla~a, ChicagoJ Illinois, 60601.
It is seen that the trailers 16, 18 and 20 are disposed at lower levels with respect to the trailers which have been carried by conventional freight cars used heretofore. The reason for this is that the floor level holding the trailers has been lowered so as to permit the trailers to become closer to the ground. IJI accomplishing this, as described, the trucks have been moved to the ends of the car in order to permit a maximum well area to xece~Ye the t~a~ler, ~ecause the trailers 16, 18 and 20 are disposed relatively low, freight c~rs ut~ ing the present in~ention carrying trailers r~
are now able to pass under bridges and go through tunnels which heretofore have been impossible to pass through.
~ 7
~ f,,~ 3':~
said well area being substant:ially :in the same plane as the nor,i,~orltal cerlter-line of said truclc wheels; ~e) sa:id f:loor structure includi.rlg a plu-rality of spaced lateral cross beams connected between the bottom port:i,ons o:f said down-wardly extending walls; (:E) end rume asselTIblies secured to e.,lcll end at sa:id freight car adjacent said well area inclucling coupl:ing means secu:red the,reto;
(g) a pair of trucks for support:ing each end of said :fre:ight car; arld (h) coupl-ing means connected to said end Erame assembl:ies being ad.-pted to p:ivota:lly secure the respective end of said freight car on one of' said trucks, and at least one of said trucks being adapted -for pivotally supporting another freight car.
The invention will now be described in great0r detail with reference -2a-~ .3 to the accompanying drclwillgs in which:
Figure 1 is a side view illustrating a freight car un:i.t carry1.ng trailer attached to adjacent freigh-t car un:its carry:ing trailers, in accord-ance with the present invention;
Figu:re 2 is a top view, partly brolcen away, illust:rat;.ng the freig}lt car units of Figure 1 without the trallers;
Pigure 3 is a sectional view taken along lines 3-3 o:E Pigure 2, with the trailers i].lustrated in Pigure l;
Pigure 4 is a sectional view taken along lines ~-4 o:E Pigure 2, with the trailers illllstrated in Figure l; and Figure S is a. cross-sectional view taken along lines 5-5 of Figure 1.
Referring firstly to Figures 1,2, 3 and 4 of the drawings, freight car units 10, 12 and 14 are illustrated carrying trailers 16, 18 and 20, respectively. The freight car units 10, 12 and 14 are basically identical to each other and therefore only the freight car unit 10 will be described in detail.
The trailer 16 includes conventional wheels 22, a trailer hitch mechanism 24 and a landing gear 26. The trailer may include various other conventional items such as~positioning rails 28, brakes and other elements not shown or illustrated.
: As most clearly seen in Figure 5, car unit 10 includes a pair of side tubings 30 and 32 extending longitudinally along the car. The side tubings 30 and 32, along with end channel members 34 and 36, comprise the maih load bearing frame for the freight car unit 10. Side skins or walls 38 and 40 are connected to the inner surfaces of the side tubings 30 and 32 and extend downwardly toward the track 42 forming stress panels. A plurality of side : brace members 48 and 50 are connected between the tubular members 30 and 32 ~, and wall members 38 and 40, respecti~/ely. The side brace ~lembcrs 48 and 50 are spaced along the length of the car and are spaced at preclctermilled distances, as seen in Figure 1, for rein~orcing wall members38 and 40. 'i'hey are tapered as they extend downwardly so as to permit maximum clearance at the ~ottom of the car.
As can be seen clearly in l:igure 5, -the downwardly extending walls or skins 38 and 40 are part of a well structure for receiving the trailer 16.
As illustrated in this figure, s:ide angles 52 and 54 extend longitudinally along the length of the car and are welded or otherwise secured to the walls 38 and 40, respectively. Suitably welded to the side ang~es 52 and 54 are a pair of angular members 56 and 58, respectively. The support for the floor structure includes a plurality of cross beams 60 secured to the lower portions of the angle members 56 and 58. Tubing members 61 and 63 extend longitudinally along the floor of the car. The floor structure therefore includes a plurality of spaced cross beams extending longitudinally and laterally which are secured to walls 38 and 40. The tubular members 60, 61 and 63, along with the various members including the wall or skin members 38 and 40 prov:ide a well for receiving the lower portion or wheels of the trailer 16 and the members 38 and 40 transfer the load of the trailer to the side tubings 30 and 32. The tubular members may be welded together at the areas where they cross.
As illustrated in Figure 2, deck plates 62 and 64 are provided on opposite ends of the freight car unit 10. A pair of heavy duty grating assemblies 66 and 68 comprise part of the floor structure and are supported by tubular members 60, 61 and 63 ~Figure 5). The heavy duty grating is used to receive the wheels 22 of ~he trailer 16. Expanded metal grating assemblies 70, 72 and 74 are disposed on the main floor frame structure with the metal ,~ /( 9 ~r ;r, ~
grati.ng 74 being disposed between the heavy duty grating 66 and 68.
End Erame assembl:ies 76 and 78 whicll are similar to each other in basi.c construction are provided on either side of the deck plates 62 and 64 toward the end of the car. The end :frame structures 76 and 78 are reinforced and adapted to receive the coupl:ing elements for connect:ing to -the trucks 91, 93. The end frame structures include end challnel members 80 and 82 ~I'igure 1) and other reinforcing structures added for increased strength at the ends of the freight car unit 10. As illustrated in Figure 4, the end fra.me assembly 76 includes support member 81 adapted to receive and secure the trailer hitch mechanis~ 24 thereon. When the trailer 16 is carried by the freight car unit 10, the wheels of the trailer 22 rest upon the grating assemblies 66 and - 4a -and 6~ at one end and the trailer llitch 24 rc.sls on tlle sllpr~ort rnemhcr ~,1 at the other end. The landing gear 26 is positioned slightly a~)ove the floor level and is free oE any support as seen in r:igure 3.
As illustrated in F;gllre 4~ the end frame 76 inc]udes various struc~ural frame members including an end channel 84, an end tubc g6 ancl an end deck plate 88. The end deck plate 88 is dis~posed to rest on the end channel 84 and the end tube ~6. Bracing members 90 and 92 for added strength are provided on end assembly 78.
~ he total length of the Ereight car Wlit ~3"~ is made approximately , ....
50 feet long. The unit is designed to receive trailers as short as twenty three and one-half feet and extending through 45 feet or longer. The trailer may include various front reefers which normally would take a longer distance.
The freight car uni-t 10 is specifically designed to carry a single typical conventional trailer 10. In freight car units used heretofore, the length of the cars was approximately 89 feet long. Consequently, it was impossible to carry two trailers of 45 feet length necessitating -the carrying of a single trailer on a single car. This made the use of the freight car for carrying a single trailer very ine:Eficient and generally unacceptable.
The trailer is placed in the freight car unit by various conventional means including cranes and tlle like which lift the trailer over the freight car and lowered into position. These means are not related to the present invention and therefore not described in detail.
In order to accommodate the wheels 22 and the landing gear 26 as well as various other parts located beneath the main trailer, it is necessary that the well area provided by the floor and side and end walls be rela~ively free o any~othe~ mechanis~. For example, using conYentional truck arrange-ments to support the freight car a~ areas between the ends of the trailer would :' ::a,.~ 4.~
cause the trucks to project upwardly toward ~lle trailer thcreby using tho required space necessary to accornmodate the trailer.
Placing the supporting trucks at -the end of -the trailers and especially using a single truck to suppo-rt the ends of two adjacent :~-reight car units makes it possible to provide a maximum cLmoun-t o-~ space in -the well area for receiving the trailer therein.
Truck assemblies 91 and 93 are disposed on either end of the freigh-t car unit 10. The -truck assemblies 91 and 93 include the elements :Eound in many conventional trucks including the wheels 9~ and 96 with their associated axle and brake assemblies. The details of the truck are not shown in detail because they may be of conventional design. The trucks 91 and 93 are adapted to receive a coupling arrangement which may be attached to two adjacent cars. The ~rucks 91 and 93 are adapted to receive coupling assemblies 98 and 100, respectively. The coupling assemblies include conventional male and female connector elements connected to the same central pin connection so as to permit adjacent freight car units to move about the same common central point on the trucks. A type of articulator connector adapted to be attached to the truck illustrated may be of a type manufactured by American Steel Foundries, 1005 Prudential Pla~a, ChicagoJ Illinois, 60601.
It is seen that the trailers 16, 18 and 20 are disposed at lower levels with respect to the trailers which have been carried by conventional freight cars used heretofore. The reason for this is that the floor level holding the trailers has been lowered so as to permit the trailers to become closer to the ground. IJI accomplishing this, as described, the trucks have been moved to the ends of the car in order to permit a maximum well area to xece~Ye the t~a~ler, ~ecause the trailers 16, 18 and 20 are disposed relatively low, freight c~rs ut~ ing the present in~ention carrying trailers r~
are now able to pass under bridges and go through tunnels which heretofore have been impossible to pass through.
~ 7
Claims (6)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A low level freight car for carrying a trailer comparable in length to the length of said freight car and having trucks including wheels supporting each end of said car and at least one next adjacent freight car comprising:
(a) a main frame including a pair of load supporting longitudinal top side beams and end channels; (b) side and end walls connected to said side beams and said end channels, respectively, extending downwardly therefrom and forming stress panels for transferring loads to said side beams and said end channels; (c) a plurality of spaced, braces extending substantially along the length of said freight car connected between said longitudinal top side beams and said side walls; (d) a floor structure connected to the low portion of said side and end walls to provide a well area below said side beams and end channels to receive and support the bottom portion of a trailer therein and transfer the vertical load to said side and end wall stress panels, said floor structure of said well area being substantially in the same plane as the horizontal centerline of said truck wheels; (e) said floor structure including a plurality of spaced lateral cross beams connected between the bottom portions of said downwardly extending walls; (f) end frame assemblies secured to each end at said freight car adja-cent said well area including coupling means secured thereto; (g) a pair of trucks for supporting each end of said freight car; and (h) coupling means con-nected to said end frame assemblies being adapted to pivotally secure the respec-tive end of said freight car on one of said trucks, and at least one of said trucks being adapted for pivotally supporting another freight car.
(a) a main frame including a pair of load supporting longitudinal top side beams and end channels; (b) side and end walls connected to said side beams and said end channels, respectively, extending downwardly therefrom and forming stress panels for transferring loads to said side beams and said end channels; (c) a plurality of spaced, braces extending substantially along the length of said freight car connected between said longitudinal top side beams and said side walls; (d) a floor structure connected to the low portion of said side and end walls to provide a well area below said side beams and end channels to receive and support the bottom portion of a trailer therein and transfer the vertical load to said side and end wall stress panels, said floor structure of said well area being substantially in the same plane as the horizontal centerline of said truck wheels; (e) said floor structure including a plurality of spaced lateral cross beams connected between the bottom portions of said downwardly extending walls; (f) end frame assemblies secured to each end at said freight car adja-cent said well area including coupling means secured thereto; (g) a pair of trucks for supporting each end of said freight car; and (h) coupling means con-nected to said end frame assemblies being adapted to pivotally secure the respec-tive end of said freight car on one of said trucks, and at least one of said trucks being adapted for pivotally supporting another freight car.
2. A low level freight car as set forth in claim 1 wherein said coupling means connected to said end frame assemblies are disposed to fit into a center area of said truck to join and support adjacent cars to permit said adjacent cars to be moved about said center area on said truck when said freight car is traveling around corners.
3. A low level freight car as set forth in claim 1 wherein one of said end frame assemblies includes a support member disposed to receive and secure thereto a trailer hitch mechanism.
4. A low level freight car as set forth in claim 3 wherein said floor structure further includes a pair of longitudinal angle members secured along the lower inner portions of said side walls.
5. A low level freight car as set forth in claim 4 wherein deck plates are provided at opposite ends of said freight car.
6. A low level freight car as set forth in claim 5 wherein said floor structure includes two heavy duty metal gratings mounted thereon for receiving the bottom portion of the trailer thereon and an expanded metal grating extend-ing between the two heavy duty metal gratings.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US14796580A | 1980-05-08 | 1980-05-08 | |
| US147,965 | 1988-01-25 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1183045A true CA1183045A (en) | 1985-02-26 |
Family
ID=22523655
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000376902A Expired CA1183045A (en) | 1980-05-08 | 1981-05-05 | Low level freight car for carrying trailers |
Country Status (3)
| Country | Link |
|---|---|
| KR (1) | KR830006045A (en) |
| AU (1) | AU545203B2 (en) |
| CA (1) | CA1183045A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4686907A (en) * | 1985-06-26 | 1987-08-18 | Hawker Siddeley Canada, Inc. | Low level freight car |
| CN109131035A (en) * | 2018-09-04 | 2019-01-04 | 安正时尚集团股份有限公司 | Hanging support device in boxcar |
-
1981
- 1981-04-15 AU AU69553/81A patent/AU545203B2/en not_active Ceased
- 1981-05-05 CA CA000376902A patent/CA1183045A/en not_active Expired
- 1981-05-08 KR KR1019810001598A patent/KR830006045A/en unknown
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4686907A (en) * | 1985-06-26 | 1987-08-18 | Hawker Siddeley Canada, Inc. | Low level freight car |
| CN109131035A (en) * | 2018-09-04 | 2019-01-04 | 安正时尚集团股份有限公司 | Hanging support device in boxcar |
Also Published As
| Publication number | Publication date |
|---|---|
| KR830006045A (en) | 1983-09-17 |
| AU6955381A (en) | 1981-11-12 |
| AU545203B2 (en) | 1985-07-04 |
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| Date | Code | Title | Description |
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| MKEX | Expiry |