US3199463A

US3199463A - Railroad train, railroad car and control apparatus therefor

Info

Publication number: US3199463A
Application number: US248017A
Authority: US
Inventors: John G Kneiling
Original assignee: Devenco Inc
Current assignee: Devenco Inc
Priority date: 1962-12-28
Filing date: 1962-12-28
Publication date: 1965-08-10
Anticipated expiration: 1982-08-10

Description

Aug. 10, 1965 J, G, KNElLlNG v l 3,199,463

RAILROAD TRAIN, RAILROAD CAR AND CONTROL APPARATUS THEREFOR Filed Dec. 28, 1962 4 Sheets-Sheet 1 Afm/mfr Aug. 10, 1965 .1.6. KNl-:ILING 3,199,463

RAILROAD TRAIN, RAILROAD CAR AND CONTROL APPARATUS THEREFOR Filed Dec. 28, 1962 4 Sheets-Sheet 2 Aug. 10, 1965 J. G. KNEILJNG 3,199,463

RAILROAD TRAIN, RAILROAD GAR AND CONTROL APPARATUS THEREFOR Filed DGO. 28, 1962 4 Sheets-Sheet 3 ug- 10, 1955 J. G. KNEILING 3,199,463

RAILROAD TRAIN, RAILROAD CAR AND CONTROL APPARATUS THEREFOR ATTORNEY United States Patent Office dgdb Patented Aug. 1G, 965

3,199,463 RAILROAD TRAHN, RAHLROAD CAR AND {IONTROL APPARATUS THEREFOR .lohn G. Kneiling, Staten island, NX., assigner to Deveneo Incorporated, New York, N.Y., a corporation of New York Filed Dec. 2S, i962, Ser. No. 248,017 7 Ciaims. (Cl. 10S-1) This invention relates generally to railroads, and has particular reference to `a novel type of train composed of cars and power units of special design, interconnected with one another and provided with control apparatus in a special manner having many advantages.

A train constructed yand assembled in accordance with this invention can be designated as an integral train since it is intended to remain intact, and to operate as a permanently connected entity, throughout its lifetime of usefulness. It forms part of a complete or integral systern of trains, terminals and other facilities, as distinguished from conventional systems comprising fragmentary elements. It is a special-purpose train, designed for the hauling of freight, particularly coral or similar commodities, and its usefulness lies primarily in serving speciiic transportation markets. Its outstanding advantages are low cost and eiiiciency.

One of the basic units of the improved train is a railroad car which is composed of a plurality of successive compartments with normally inseparable pivot larticulations between them. Each compartment `is mounted on its own set of at least two four-wheel trucks, and is provided with its own independently operable drop-floor structure. Conventional separable coupling elements are provided at the outer ends of the end compartments, for cooperation with coupling elements of similar character provided on those vehicles or cars to which a separable connection is to be made.

As used herein, the term compartment refers to a unit analogous to a conventional railroad car, and the term car refers to a number of such compartments permanently articulated together.

Each of the compartments of the railroad car is also provided with braking equipment comprising a high-pressure reservoir, a triple valve, and a train 4pipe communicating with the triple valve. The brakes are applied in well known fashion by bleeding air from the train pipe, and they are released when the train pipe is reclosed and the reservoir pressure is restored to .a predetermined value, usually in the region of ll() pounds per square inch.

ln assembling `a railroad train of the improved type cars of the character referred to are arranged in groups comprising the number of cars suitable for the specific service to which the train is put. In cases where the individual cars comprise live or six permanently coupled compartments the group of cars would provide an array of many compartments. The groups referred to are separated by special power packages separably articulated to the groups. There is no limit to the number of groups .and the number of power packages to be assembled in this way, ,and trains having a total length of up to several miles are practicable.

Each power package consists of a pair of locomotives with a fuel car between them, these three units being permanently pivotally articulated. Each power package is provided with remotely commandable apparatus for supplying motive power, and for generating `and furnishing electric heat to adjacent cars. Each power package is also provided with apparatus for controlling the brake actuation or" the train, the control apparatus of each power package beinfy arranged in parallel so that failure of any one will net result in failure of the braking system.

At the ends `of the train control cars are separably connected, and each control car is provided with means for taking complete command and depriving the other control car of command. Electrical transmission means extends from each control car to the power packages interspersed along the length of the train, this transmission means serving to convey command signals tothe apparatus provided on each power package.

One of the features of the invention resides in the provision of circuitry .at each power package which is responsive to relatively low-voltage command signals from a preceding package, and which is adapted to transmit the signals to the next package at the relatively high-voltage generated at the power package. In this way, it becomes feasible to transmit command signals for the full length of the train, with almost instantaneous response at each of the power packages.

Another feature of the invention resides in similarly transmitting command signals to the apparatus which controls the braking equipment. Each power package is provided with apparatus for bleeding and reclosing the train pipe without subdividing the `train pipe, so that a command for `applying brakes evokes an `almost instantaneous response, along the full length of the train, as distinguished from the conventional dilatory application of brakes along the length of conventional freight trains.

Another feature of the invention resides in the provision of Va special means for constantly maintaining the brake reservoirs charged with high pressure air. In this way, whenever the command is issued to release brakes, the simultaneous reclosing of the .train pipe at the several stations along the length of the train will rapidly establish a condition in which all brakes become released. Thus the delays that are commonly experienced with conventional freight trains (sometimes up to an hour or more) due to the tedious recharging of the individual reservoirs, are completely avoided.

Another feature of the invention resides in the provision of means for differentially controlling the several power packages so that excessive localized slack action will not occur.

One of the advantages of the present improved integral train resides in the fact that it is completely self-sufficient. That is to say, it requires no dismantling of the assembled cars, no shifting of cars from one yard to another, no storage of cars and waste of time and loss of usefulness, and no repair service in the ordinary sense of the word. Each train carries its own emergency repair equipment and spare parts, and the fuel car of each power package is adequate to carry a fuel supply for operating a full week or more. Thus the train can be used for special purposes with great eihciency. For example, in transporting coal from a mining region to a point of regular consumption (such as a steel mill or a power station) the integral train can shuttle back and forth without interruption, and yat tremendous savings as compared with conventional practice. By way of example, one integral train of the present character will replace several thousand existing conventional coal cars, in terms of annual tonmile capacity.

The attainment of these general objectives and advantages involves, also, innovations in the structural characteristics of the compartments themselves. One of the objects of the invention is to avoid the mechanical unreliability and excessive tare weight of conventional equipment, especially drop-floor cars for transporting coal or the like.

Among the structural improvements afforded by the present invention is the employment of a center sill of hollow design. Thisnot only reduces weight, and adds structural rigidity, but it defines a chamber that can be effectively employed as a reservoir for high-pressure air.

Another feature resides in the enlargement of the wheels to a diameter of the order of 45 inches. This results in longer wheel and bearing life and better braking, and greatly reduces track maintenance costs.

Another feature resides in the provision of a greatly simplified brake actuating mechanism, involving directacting pneumatic equipment occupying relatively little space and operating with great reliability and effectiveness in applying the brake shoes to the wheels when this action is called for.

Another of the important features of the improved structure relates to the design and mode of operation of the floor, whereby hinged door sections, centrally located, are adapted in an efficient and reliable manner to open the floor of the compartment to allow the contents to be discharged.

One way of achieving these objects and advantages, and such other advantages as may hereinafter appear to be pointed out, is illustratively depicted in the accompanying drawings, in which FlG. 1 is a vschematic view of an integral train in accordance with this invention;

FG. 2 is a side elevational view, partially broken away and in section, of a single compartment of the train;

FlG. 3 is a plan view, partially broken away, of the two four-wheel trucks upon which a single compartment rests;

FllG. 4 is a transverse vertical cross-sectional view through the body of a single compartment;

FIG. 5 is an enlarged plan view or" one of the fourwheel trucks showing the brakes and brake actuating mechanism;

FlG. 6 is a vertical cross-sectional view on line 6--6 of FIG. 5;

PEG. 7 is a vertical cross-sectional view on line 7 7 of FIG. 5;

FIG. S is a schematic diagram of the electrical circuitry in each power package responsive to relatively lowvoltage command signals from the preceding power package for transmitting relatively high-voltage command signals to the next power package; and

FIG. 9 is a schematic diagram of the pneumatic circuit in each compartment for operating the braking equipmslm The integral train chosen to illustrate the present invention is shown schematically in FIG. 1, but it is understood that other arrangements may be used depending on the service to which the train will be put. The train comprises three basic units, namely, cars, power packages, and control cars. In this illustration, each car l@ consists of tive compartments lll permanently articulated together. For this purpose, a drawbar l2 is provided between each two adjacent compartments or" a car and permanently pivoted at its ends to the compartments. The end compartments of each car are provided with separable coupling elements 13 cooperable with the comparable elements carried by the end compartments of the adjacent cars.

Throughout .the length of the tra-in, a power package 14 is provided between each two groups of six cars l0. At the ends of the trains, however, only three cars follow each of the endmost power packages in order to equalize the load to be driven by each power package. It will be seen that each power package in the train is responsible for moving the three cars ahead and the three cars behind it. A power package comprises a pair of locomotives l5 with a fuel car 16 between them, these three units being ermanently pivotally articulated by draw bars 17 similar to the connections between the compartments il of each car 10. The locomotives l5 are connected to the adjacent cars by means of separable lcouplings 1d identical to those between each two adjacent cars. Each power package provides, not only motive power, but in addition, as will be described in more detail hereinafter, generates electric power by means of an engine driven generator and furnishes it to the cars of the train. The power packages .also include remotely controllable equipment for operating the locomotives in the desired direction and at the desired speed and for controlling other operations such as actuation of the brakes of the adjacent cars.

At each end of the train is a control car 2d connected by means of a separable coupling 2l to the last car of the train. `The control cars contain equipment for sending command signals to the remotely controllable apparatus within each of the power packages. `t is intended that a train crew ride in each of the control cars Ztl, and that no personnel be stationed at any other points along the train. One of the control cars is effect-ive when the train is traveling in one direction, and the other is effective when the direction of the train is reversed. Each control car has means, mentioned below in connection with FG. 8, for making the other control car ineffective so that any possibility of damage to equipment or injury to crew members due to transmission of simultaneous command signals from both control ears is avoided. IFurthermore, each control car is large enough to carry more control equipment than a conventional locomotive could accommodate, and to carry spare parts for the train components. lt is desirable for the present train to carry its own spare parts since most of the parts are special and not available in ordinary shops. Examples of such parts are 45 inch wheel (conventional wheels are of smaller diameter), and ybrake beans to be described hereinafter, Another -point which should be mentioned with respect to the train as a whole is that since a control car and several cars precede the first power package, they serve to clean the track for the locomotives and thus slippage is greatly reduced.

It will be seen that a tra-in assembled according to lthis invention permits far more etlicient utilization of equipment than can be accomplished with a conventional train. Bulk commodities, such as coal, are handled as single cargoes and no changes in the make-up of the train take place en route. Furthermore, present trains are liniited to about 150 to 200 cars whereas a train according to this 4invention can have as many as several hundred compartments. Thus .the capacity of a single train is greatly increased and as a result, fewer trains are needed. With fewer trains on the road, of course, less signaling is required, and the design of the cars is such that track maintenance is reduced. In addition, by increasing train size, crew costs .are lowered because since the trains are longer than usual, tons of cargo moved per crew are increased.

Coming now to the cargo-carrying compartments themselves, each comprises generally (lFiGS. 2-4) a body portion 22 resting on two four-wheel trucks. rThe body 22 has a center sill 23 extending longitudinally with respect to it, side walls T12, end Walls 33, and 'bottom walls 3ft sloping inwardly and downwardly from the lower edges of the Iside walls. In the present illustration, the center sill 23 comprises two angles welded together to form hollow members having a square cross-section. Obviously, however, the shape of the center sill may be altered and a solid member may be employed. The advantages of employing a hollow center sill are weight reduction and the fact that the interior of the sill maybe used as a reservoir `for highpressure air employed to operate the brakes and the doors of the compartment.

The

doors

25 and 25 are bottom gates, extending longitudinally with respect to the body, hinged to the center sill by means of hinges k27 and 2S, respectively, :and are normally held in closed condition by means of latches 3l which cooperate with the lower edges of the bottom walls 34. Means, such as pneumatic cylinders (not shown), are provided for opening the latches to permit the doors to swing open in the direction of lthe arrows in FIG. 4. Hanging the doors 25 and 26 from the center sill rather than from yan exterior part of the compartment is advantageous, since as a result, the opening in the bottom of the compartment is narrower and the receptacle below the car intended to receive the cargo may be narrower permitting greater exibility and economy in terminal design. In addition, providing the hinges 2'7 and 28 along the center sill rather than along an exterior portion of the compartment saves the hinges from accidental injury to which they would be susceptible if located in the more exposed position, and permits a malfunctioning car to be moved safely to a repair shop.

Closing of the doors 25 and 26 is eifected by means of door closers 3S and 36 which may be pneumatic pistoncylinder devices as shown. -Eac-h such device is connected between a bracket 3.7 on the center sill 2.3 and a bracket 38 on the door to which it is allocated. The closers 35 and 36 are staggered along the center sill so that they do not interfere with one another. When the doors 25 `and 26 are to be closed, the piston-cylinder devices are actuated and the doors are swung upwardly until their latches 3l engage the bottom walls 34 of the compartment and lock the doors in closed condition.

Welded to each end of the center sill 23 is a body bolster 4l carrying a king pin 42 by means of which a drawbar T12 is permanently articulated to the compartment, or if the compartment is at an end of its car, a separable coupling element 13 is secured to the king pin 42 through a cast or welded rigid draft sill (not shown) rigidly secured to the body bolster.

The two four-wheel trucks (FXGS. 2 and 3) upon which the compartment body 22 rests are located `at either end of the body, and each truck includes an inverted U-shaped truck bolster 43 directly beneath the body bolster 41 located at that end of the center sill. The upper face of the truck bolster 43 presents an upstanding circular iange 44 (see also FG. 7) which is accommodated by a larger circular ange 45 projecting downwardly from the lower face of the body bolster 41. This interengagement between truck and body permits pivotal movement of the truck with respect to the body but prevents the truck from slipping out from beneath the body. At each end of the truck bolster is a side frame 46 upon which the truck bolster rests through the medium of a spring 47. It is preferred to use a so-called Belleville spring which permits space saving impractical with the usual helical springs. Each side frame accommodates two bearings in which the ends of the axles 5d carrying the wheels 5l are journaled.

Each four-wheel truck is provided with brakes and mechanism for operating them. This mechanism, shown in FIGS. 5-7, comprises a pair of brake beams S2 and 53 which diverge from their ends toward the center of the truck. Carried near each end of each brake beam is a brake shoe 54 poised adjacent to but spaced slightly from one of the wheels 51 of the truck. The brake shoes 54 are so arranged that upon movement of the brake beams 52 land 53 away from each other, the brake shoes will Contact their respective wheels. The ends 55 of the brake beams are slidably supported in the side frames 46, and springs 56 tend to urge the brake beams toward each other in order to maintain the brake shoes out of contact with the wheels.

A pneumatic piston-cylinder device, which may comprise two pistons 59 slidable within a cylinder 69, is arranged between the arms of the U-shaped truck bolster 43. In the alternative, the cylinder 6h may contain only one piston, in which case one of the connecting rods 62 is attached to the closed end of the cylinder. The cylinder 60 is provided with suitable connections (not shown) for introducing air under pressure into the cylinder to urge the pistons S9 away from each other. The .arms of the truck bolster 43 are provided with vertical slots 61 (EEG. 7) through which connecting rods 62 extend from each of the pistons 59 to one of the brake beams 52 or 53. When the brakes are to be applied, air is admitted to the cylinder 6i? whereupon the pistons 5 and hence the brake beams 52 and 53 are moved apart against the force of the springs 56 until the brake shoes 54 engage the wheels 51. When the air pressure in the cylinder 60 is reduced, the springs 56 return the brake shoes to their normal position shown in the drawings.

The pneumatic circuit for supplying air to operate the brakes is indicated schematically in FIG. 9. The present invention includes, in addition to the usual train pipe 63, a high-pressure manifold 64 containing air at about 100 p.s.i. The purpose of the manifold 64 is to maintain a constant pressure of about p.s.i. within the reservoil 65. A check valve 69 prevents passage of air from the reservoir back to the manifold 64. In conventional apparatus, when the usual triple Valve 66 is actuated to open the communication between the reservoir 65 and the cylinders 60, in order to apply the brakes, the pressure in the reservoir drops. Before the train can be started, therefore, air must be pumped through the train pipe 63 into each reservoir to restore the normal pressure therein. This procedure takes an inordinately long period of time in long trains as much as an hour. By providing an additional high-pressure manifold 64, the time required to pump-up the reservoirs is eliminated, and the train is ready to move immediately after it has been stopped.

A feature of this invention is the employment of the hollow center sill 23 as the high-pressure manifold 64. For this purpose, flexible hose connectors (not shown) are employed to connect the ends of each center sill to the ends of the center sills of adjacent compartments. Furthermore, the brake reservoirs 65 can, if desired, be sections of the center sill isolated by interior partitions.

The electrical circuits for transmitting electrical control signals from the control cars 2t) to the power packages 14 are shown schematically in FIG. 8, the circuits illustrated all being located in a single power package and each power package having circuits identical to those illustrated. Two

main lines

67 and 68 run throughout the length of the train from one control car 20 to the other. Connected between the line 67 and ground is a relay coil E and connected between the line 68 and ground is a relay coil W. The coil E, when energized, closes normally open relay contacts El and the coil W, when energized, closes normally open relay contacts W1. When the train is traveling in an easterly direction, the controls in the eastern- Amost control car 20 cause the relay coil E in each power package to be energized through main line 67, and when the train is traveling in a westerly direction, the controls in the westernmost control car Zit cause the relay W in each power package to be energized through main line 63. The line 67 is provided with a switch 73 located in the westernmost control car, and line 68 is provided with a switch 74 located in the easternmost control car. Thus, when the train is travelling in an easterly direction, the switch 74 is opened to render the controls in the westernmost car ineffective. When the train is travelling in a westerly direction, the switch 73 is opened.

Due to the spacing between the power packages in the train, there is a drop in the voltage of the signals transmitted from one power package to the next, the signals being initially transmitted usually at 72 volts which is the voltage locally available in each power package. To prevent excessive voltage drops, the circuits are so arranged that at each power package the signals received are regenerated by utilizing the locally available voltage. Thus, when, for example, the relay coil E is energized closing contacts Ei, the relay coils B are energized by means of a circuit extending from the locally available source, through the contacts El and the coils B to ground, there being a relay B associated with each remotely controlled function. Upon energization of coils B, a pair of normally open contacts B2 associated with each coil B close completing acircuit from line '70 (carrying the signal from the next power package to each of the power packages under discussion) through the contacts B2 and the relay coil C to energize the latter, there being a relay C associated with each remotely controlled function.

Energization of each coil C causes a Vpair of normally open contacts C1 associated with each coil C to close completing a circuit from the locally available source of voltage through contacts C1 and contacts B1 (closed since coil B is energized) to line 71 along which the signal is carried Westward to the next power package. lt will be seen, therefore, that although the signal reaches the power package along line 70 at relatively low voltage, due to the drop in voltage between power packages, it is retransmitted from the power package at full strength. When coils C `are energized, they cause their associated contacts C2 to close completing circuits including the locally available power source for performing the remotely controlled functions.

Similarly, if the train is traveling westward instead of eastward, the relay coil W is energized rather than the relay coil E as a result of which coils A are energized rather than coils B. Contacts A1 and A2 act in a manner comparable to B1 and B2 and regenerate a low voltage signal received along line 711 and transmit it to the next easterly power pack along line 70.

The invention has been shown and described in preferred form only and by way of example and many variations may be made which will fall within the spirit and scope of the invention. It is understood, therefore, that the invention is not limited to any specific form or embodiment except insofar as such limitations are set forth in the appended claims.

What is claimed is:

1. A railroad car for hauling freight, comprising a plurality of successive compartments with inseparable pivot articulations between them, each compartment being mounted on its own set of at least two four-wheel trucks and provided with its own independently operable dropoor structure for discharging its cargo, and conventional separable coupling elements at the outer ends of the end compartments.

2. A railroad train comprising a group of successive cars of the character set forth in claim 1.

3. A railroad train comprising a plurality of groups as set forth in claim 2, and power packages interposed between and separably articulated to said groups.

4. A railroad train comprising a plurality of groups as set forth in claim 2, power packages interposed between and separably articulated to said groups, each power package being proivded with remotely commandable apparatus for supplying motive power for generating and furnishing electric power to and controlling the brake actuation of adjacent cars, control cars separably articulated at the opposite ends of the train, and electric transmission means extending from each control car to the power packages for transmitting command signals to said apparatus.

5. A railroad train as set forth in claim 4, each control car being provided with means for depriving the other control car of command.

6. A railroad train as set forth in claim 4, saidelectrical transmission means including circuitry at each power package responsive to command signals attenuated by long distance transmission from a preceding stage for transmitting the signals to the next stage at restored voltage generated at said power package and necessary for further transmission.

7. A railroad train comprising a plurality of groups as set forth in claim 2, each compartment being provided with air-brake equipment comprising a high-pressure reservoir, a triple valve, and a train pipe communicating with said triple valve, the brakes being applied by bleeding air from the train pipe, power packages interposed between said groups of cars, each power package being provided with remotely commandable apparatus for bleeding and reclosing the train pipe, control cars at the opposite ends of the train, electrical transmission means extending from each control car to the power packages for transmitting command signals to said apparatus, and means for constantly maintaining the reservoirs charged lwith highpressure air, whereby application of brakes throughout the length of the train is simultaneous and release of brakes is rapid.

References Cited .by the Examiner UNTEED STATES PATENTS 348,058 8/86 Richards et al 10S-l 951,669 3/10 Whipple 10S-255 1,200,382 10/16 Manning 10S-451 1,232,822 7/17 Malcher 105-255 1,267,916 5/18 Shepard 318-280 1,312,752 8/19 Riley 318-96 1,614,107 1/27 Cleary 105--451 1,754,111 4/30 Latshaw 105--1 1,804,428 5/31 Massey 105v-414 1,954,307 4/34 Ball 213-3 2,003,007 5/35 Morgan 105--1 2,050,468 8/ 36 Shipman 303-85 X 2,130,131 9/38 Hirshiield 105-451 2,519,320 8/50 Meldrum 105-416 2,540,753 2/51 Newell 291--2 X 2,558,988 7/51 Sheehan 291-38 X 2,611,656 9/ 52 Vanderberg. 2,783,718 3/57 Cheshire 105-419 2,901,983 9/59 Lich 105--199 2,989,929 6/ 61 Flowers 10S-255 3,022,749 2/ 62 Vcertman et al 10S-199 3,043,241 7/62 Ortner 10S-199 3,093,399 6/63 Smith 291--2 ARTHUR L. LA POlNT, Primary Examiner.

LEO QUACKENBUSH, MILTON BUCHLER,

Examiners.

Claims

1. A RAILROAD "CAR" FOR HAULING FREIGHT, COMPRISING A PLURALITY OF SUCCESSIVE COMPARTMENTS WITH INSEPARABLE PIVOT ARTICULATIONS BETWEEN THEM, EACH COMPARTMENT BEING MOUNTED ON ITS OWN SET OF AT LEAST TWO FOUR-WHEEL TRUCKS AND PROVIDED WITH ITS OWN INDEPENDENTLY OPERABLE DROP-