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Publication numberUS2508339 A
Publication typeGrant
Publication dateMay 16, 1950
Filing dateSep 29, 1944
Priority dateOct 6, 1941
Publication numberUS 2508339 A, US 2508339A, US-A-2508339, US2508339 A, US2508339A
InventorsSchroeder Ernest R, Victor Willoughby
Original AssigneeAmerican Car & Foundry Co
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Articulated car
US 2508339 A
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Description  (OCR text may contain errors)

7E. R. SCHROEDER ETVAYL 3 ARTICULATED CAR 3 Sheets-Sheet 1 Original Filed Oct. 6; 1941 frizesf VZI BYWJMATTORNEY ww n vy May 16, 1950 E. R. SCHROEDER ETAL ARTICULATED CAR 3 Sheets-Sheet 2 Original Filed Oct. 6, 1941 INVENTOR Ernest 7?. Sci: roeder Vz'ciar h Z'ZZ ugh 5y ATTORNEY E. R. SCHROEDER ETAL 2,508,339

May 16, 1950 ARTICULATED CAR Original Filed Oct. 6, 1941 3 Sheets-Sheet 5 g2 ATTORNEY Patented May 16, 1950 UNITED STATES PATENT OFFICE ARTICULATED CAR Original application October 6, 1941, Serial No.

413,716. Divided and this application Septem- 'ber 29, 1944, Serial No. 556,376

Claims. 1

This invention relates to articulated cars in general and in particular to articulated cars for use as mine or other industrial cars of the drop bottom type and is a division of application 413,716, filed October 6, 1941, and issued April 10, 1945, as Patent No. 2,373,348.

In recent years the trend has been toward larger capacity cars for use in mines since so many of the mines are now mechanized and the haul from the loading equipment to the dumping station has become extremely long as the mining progresses. The trend also has been toward cars in which the minimum of dead weight is used which will acccordingly permit of the present 10- comotives hauling more pay material. In mining work the length of the loading room, width of the passageways and curvature of the track, both horizontal and vertical, limits the capacity of individual mine cars. It is an object, therefore, of the present invention to provide a mine car having the maximum capacity possible for a given length car and of a total overall length greater than could normally pass through the mine.

A further object of the invention is the provision of a large capacity mine car carrying substantially twice the material which could be carried by the largest type of car now in use.

A still further object of the invention is the provision of a large capacity mine car in which the ratio of carrying capacity to dead weight has been materially increased.

A yet further object of the invention is the provision of a large capacity mine car of a length materially less than the length of two standard units as now used and in which one set of wheels and axles and couplers has been eliminated.

These and other objects of the invention will be apparent to persons skilled in the art from a study of the following description and accompanying drawings, in which Figure 1 is an elevational view of the improved car having parts broken away and other parts in section to better disclose the invention;

Fig. 2 is a sectional view taken substantially on line 2-2 of Fig. 1;

Fig. 3 is a sectional view taken substantially on line 33 of Fig. 1;

Fig. 4 is a rear end view of the car;

' Fig. 5 is a sectionalview showing substantially half the car at the end axles;

Fig. 6 is an enlarged side view of the joint between the units forming the car;

nections between the car units;

Fig. 8 is a sectional view disclosing the side frame construction of one of the units forming the car;

Fig. 9 is a perspective view of the journal box mounting at the center of the car;

Fig. 10 is a side view similar to Fig. 1 but show-' ing a modified form of articulation;

Fig. 11 is a rear end view of the forward unit of the car;

Fig. 12 is a sectional view taken substantially on line 12-42 of Fig. 10, and

Figs. 13 and 14 are side and plan views respectively of the articulation shown in Fig. 10.

Referring now to the drawings in detail, it will be seen that the improvement has been applied to mine cars of the drop bottom type but it will be obvious that the invention could be applied to other types of cars. As clearl shown in the figures, the car is constructed with a forward unit A and a rear unit B, each of which carries at its extreme end couplers C. Also each unit is formed with front and rear end walls 2 and 4 joined to side walls 6 which slope downwardly and inwardly to discharge material through the drop bottom doors D between the track rails (not shown). The end walls and side walls are supported upon an underframe unit which is formed of channel side sills 8, joined together at their outer ends by channel end sills l0. As clearly shown in the figures, the coupler units project into the body of the car and are housed by means of housings I2 fastened to the underirame structure and to the end walls of the car. As is customary in cars of this type the sloping side walls are braced to the underframe by means of gussets l4 and are prevented from spreading by cross ties It. The car is supported adjacent its front and rear ends upon wheels W rotatably mounted on stub axles l8 which in turn support inner bearings IS and outer bearings 26 (see Figs. 1, 5 and 10) The bearings support the lower ends of springs 2-2, the upper ends of which bear in inverted. U-shaped elements 24, the inner of which is connected to the channel side frame 8 and the outer of which is connected to a short bulb angle 25 extending between and suitably attached to adjacent gussets M. The upper portion of the wheel projects into the car body through openings cut in the side floors and in order to carry lading over the wheels and over the inner bearings and spring supports, wheel housings 28 are provided. As is customary with cars of this type, the drop bottom doors D extend between the side sill structures and each rearward door controls the opening of the next forward door, with the end door being controlled by a latch. As clearly shown in Figs. 2 and 11, the latch for unit A is of more or less standard construction, having an arm 30 pivoted to the car as at 3| and carrying a hook 32 adapted to engage and support the lug 33 fastened onthe rear end of the rearmost door of the unit. The latch and arm are urged to door engaging position by spring 34 as is customary. Due to the projection of the coupler housing into the rear of unit 3, the latch has of necessity been modified as shown in Fig. 4, which discloses the latch for the rear of unit B. This latch is formed with a bellcrank arm 36 pivoted to the car as at 31 and connected to an adjustable pull rod 38. The inner end of the pull rod is connected to the latch hook 38 pivoted at its upper end to the coupler housing and at is lower end supporing the lug 40 fixed on the rear edge of the rearmost door of unitB; Upward pressure of arm 30 or bellcrank 36 will, of course, release, the reafi'mostdoors of the units A, an, thereby permitting. dumping of inge ti're had carried within the units comprising. the car. Although the car units have. been described as supported adjacent their. ends, upon stub axles, it will. be obvious that the cars could as readily be supported upon through axles if sodesired. It will also. be obyious to persons skilled in the art that the preceding description applies general to more, or less standard drop bottom cars with the exception of the latch assembly for the rearm9 e.

As a an shown in the figures, and particw, larly. F g. 9,fitwi ll be seen. that the side frames 8' 'of.u t' B are of channel formation having the flanges '41! 'direoted, horizontally outward and exg. to a: point substantially flush with the lend wallof thecar. The ends of the 'side orsi'desill channels are welded or otherecure'd. toinverted Li -shaped journal box liousingsl" The side arms of. the journal. box be ngs" are connected together across the car by mea est bulb angles M, having the flanges thereof directed. toward each other and, secured c hrpugh the medium of'springs't'a. Oin 'the' for ards'id'e of the forward arm of the journal b usings an agengtbx like structure 50, is. secl having vertical'fopnings i formed thereinlto received coupling pin 52 later to be referred ll uehax e ifii r a nd nt t welli ut Q fihe o rn Q us n h xl s. .111

ported, asclearly shown, upon wheels 51 located at the center of the car, with the axle in turn uppo tin e j urn l boxe b ween he wh elssc earl ho in Fi 7 an 8, h coupling pin 52, previously referred to, passes through the,horizontalflanges 58 Of. a coupling channel 60 adapted to fit beween thelfianges of the side frame of unit A and slide relative to the side frame. upon the flanges.

plate 6i pierced to receive a bolt 62, which bolt extends through a hole in a plate 64 welded or otherwise secured to the web and flanges otthe side frame channels. Interposed betweenthe plates Stand 64 iswhat may be termed a buif prin 5;. held in p ac byv h olt an ada te to resist forward, movements of the coupling;

Jouriiaiboxesls are carried within the box housings. and resiliently support. the.

h o rd. n ofthe coupling channel hasattached' thereto a;

channel, while interposed between the plate 64 and the nutted end of the bolt is a spring 66 adapted to resist rearward movements of the coupling channel. Since the coupling channel also must transmit the weightv of unit A to the box like structure as, it is of considerable length and is positively retained within the side frame channels for sliding movement by means of a plate 68 welded or otherwise secured to the flanges 0f the side frame channels and thereby forming a box-section for reception of the coupling channel.

It will be seen from the preceding description oi the rticulation arrangement shown in Figs. 1 to 9 inclusive that unit B is supported directly upon a pair of stub axles and one through axle, while unit A is's'upported directly upon a pair of stub axles and indirectly through the coupling channel upon the centrally located through axle. The units will operate together as a car and can he eqlle ed: in t in a d, hand ed. any other W en. th car is wear n dri'bfivesi conpling; channels 6:8 will slide in the Side frames of unit A to permit such curving with the movemeni fij isted: ith r by. ri 6-52 5 i e d: ent upon the side of the car and the direction of: the curve. In normal hauling thecoupling channe i may also slide in the side f rarneiwiththe haul.- age s ains; absqbedbysriflngsfifi and he buffq nection withFlgs. 1, to}! inclusiveandfaocordingly w e ev r nQ-i ib e. he am e erw n r ave' een. ap ied. n his iormal ow lbox lilge element has been eliminated} from. theo r a box. us n and in t d c d plates 10 have been welded or otherwise secured to-the J nal ox h usi saedri re dat their nwa d p'rec ir are P s: ort swine nana geiie s the-10 eilds of fia rv. Pins speeding h -li h e f, he isie rame QfmnitAand hro gh a p t nos io ed ara l o he dejim e web and secured to the flanges ot; the channel, as. most clearly shown in Figs. 12;; l3;a nd 14. The upper, fian eot upside-aimless. f. i -A have e n i awayla .cle lr howa e Wae q fl the I swing links or hangers I1 3, As clearlyshown n. Fi s nd- .a ma l lat au s e d d: wi e se u ed: e he 12701. t side fr mesof u-nit AL and; also to plate; 15 inwardly of, their nd n iss ay ahcms n sg rov d .fori ei ientb f ers 3 r ferab e ermee tru bc ian adapted to strike the forward; faee;o. the journal box housing thereby eliminating. metallic conac yeme te. 3. he e 13 ar 6011* trolled by me lqf'rods zin t ell -i li win hanger ibrp nsl fla i e-re s ls xt ndi h o holes in upstanding ears 8'5 welded,car-otherwise,

n a 9 h: o raalm eusingand regu 10. The holes in ears 8B are adaptedto receive followers 88 spaced apart byi springs'fiilhthufi th se prmesare bl to res ns ei e he movement of the rod 8 2 in either direction.

V In th-is modii'icatiou; relative-,c urving between units A and B is; accommodatedib ytineans of: then swing hangers 73, w ith the swin ng m ovements controlled by springs 90, that iswhen ,the car.

absorbed by spring Although no.

These pivot, pins,

goes around a curve one ofv the hangers will rotate slightly in a clockwise direction aboutpivot 12, while the other will rotate slightly counterclockwise around its pivot 12. During normal haulage of the cars relative movement between units A andlB is accomplished by swingingfof the hangers 13;'in unison and under control of springs 90. Sincebufling strains are usually much greater than haulage strains, excessive buff will be absorbed by the rubber units 80 and transmitted directly through the side frames withoutover stressing springs 90;

From the preceding description it will be seen that for a given curvature the end and central wheels may be spaced as far apart as it is possible at present to space the axles on a single car. In this way a car of substantially twice the capacity of the largest capacity car now in use on a given curvature in a mine is provided and this car utilizes but one set of couplings. In other words, to carry substantially the same capacity in standard cars would require two cars, thus by constructing the cars as shown and described one set of wheels and axles and one set of couplings is saved. This saving in wheels and axles and couplings is important for at present, particularly with automatic couplings, the cost of automatic couplings is in the neighborhood of one-fourth to one-sixth the total cost of the car. Furthermore, by constructing the cars as shown and described, a substantial saving in length is made, for if two standard cars were to be substituted to carry the same load as the articulated car, the overall length would be much greater than the overall length for the articulated car. This saving in length isimportant in loading rooms and at dumping stations. AlSo since one set of wheels and axles and couplers is eliminated, the ratio of useful load to dead weight is materially increased, thereby permitting the present locomotive to haul considerably more useful or pay loads.

Although the invention has been described more or less in detail with specific reference to two modifications thereof, it will be obvious to persons skilled in the art that various other modifications and rearrangements of parts may be made and all such modifications and rearrangements of parts are contemplated as will fall with.. in the scope of the appended claims definin our invention.

What is claimed is:

1. An articulated drop bottom mine car comprising forward and rearward body units, a pluality of drop bottom doors hingedly carried by each body unit, a latch carried by each of said units and controlling the doors of the respective unit, and a plurality of sets of wheels and axles supporting said car and located adjacent the center and each end thereof.

2. An articulated drop bottom mine car comprising forward and rearward body units, couplers attached to the forward and rearward end of the car and protected by coupler housings, a plurality of drop bottom doors hingedly carried by each body unit, a latch carried by the forward unit, a latch suspended from the coupler housing of the rearward unit, said latches controlling the doors of their respective units, and a plurality of sets of wheels and axles supporting said car and located adjacent the center and each end thereof.

3. A drop bottom mine car comprising at least in part, an under-frame, a body supported on the underframe, wheel and axle assemblies supporting the underframe and body, a coupler connected to the car and substantially enclosed by said body, a housing over said coupler and attached to the body, a plurality of drop bottom doors closing the bottom of the body, and a latch carried by the coupler housing located wholly within the structural limits of said car and controlling the drop bottom doors.

4. A drop bottom mine car comprising at least in part, an underframe, a body supported on the underframe and having the bottom closed by drop bottom doors, wheel and axle assemblies directly supporting one end of said underframe and body, awheel and axle assembly indirectly supporting the other. end of said underframe and ;body through slidable means resiliently connected to the underframe and permitting relative longitudinal movement thereof.

5. A mine car comprising in part, an underframe, a lading retaining body supported on the underframe, a wheel and axle assembly directly supporting one end of said underframe and body, a wheel and axle assembly indirectly supporting the other end of said underframe and body through hanger means pivotally connected at one end to the underframe and resiliently connected at the other end to said wheel and axle assembly whereby said underframe may move longitudinally relative to said second named assembly.

6. A mine car comprising in part, an underframe, a, lading retaining body supported on the underframe, a first Wheel and axle assembly supporting one end of said underframe and body and preventing all but vertical movements therebetween, a second wheel and axle assembly adjacent the other end of said underframe, and means slidably connecting said underframe and said second wheel and axle assembly for relative longitudinal movement, and additional means for resiliently controlling said relative longitudinal movement.

7. An articulated drop bottom mine car comprising forward and rearward body units, a, plurality of drop bottom doors hingedly carried by each body unit, a plurality of latches with one carried by each of said units and controlling the doors of the respective unit, and three sets of wheels and axles supporting said car and positioned with one adjacent each end of the car and one adjacent the center thereof.

8. An articulated drop bottom mine car comprising forward and rearward body units, a plurality of drop bottom doors hingedly carried by each body unit, a plurality of latches with one carried by each of said units and controlling the doors of the respective unit, and three sets of wheels and axles supporting said car, two of said sets supporting the outer ends of said body units and the remaining set supporting the inner end of at least one of said units.

9. An articulated mine car comprising forward and rearward body units, couplers resiliently attached to the forward and rearward ends of the car, a plurality of sets of wheels and axles located with one set adjacent the outer end of each body unit and the remaining set adjacent the inner ends thereof, and means resiliently connecting said body units together for relative longitudinal movements.

10. A drop bottom mine car comprising at least in part, an underframe, a body supported on the underframe, wheel and axle assemblies supporting the underframe and body, a coupler connected to the car, a housing for said coupler projecting into said body and attached thereto, a plurality of drop bottom doors for closing the

Patent Citations
Cited PatentFiling datePublication dateApplicantTitle
US638549 *May 5, 1899Dec 5, 1899Joseph L BowenCar-truck.
US1263283 *Jul 3, 1916Apr 16, 1918Oluf G PetersenBottom-dump car.
US1555974 *Aug 6, 1923Oct 6, 1925American Car & Foundry CoJournal-box assembly
US1657579 *Apr 14, 1926Jan 31, 1928Scullin Steel CoArticulated car
US2131420 *Dec 4, 1935Sep 27, 1938American Car & Foundry CoMine car
US2250555 *Jan 4, 1939Jul 29, 1941American Car & Foundry CoDrop bottom mine car
US2373348 *Oct 6, 1941Apr 10, 1945American Car & Foundry CoArticulated car
USRE21862 *Dec 17, 1932Jul 22, 1941 Drop bottom mine car
DE446660C *Jun 3, 1925Jul 7, 1927Bergische StahlindustrieSchienenfahrzeug mit in der Querrichtung pendelnd aufgehaengtem Wagenkasten, insbesondere fuer Gruben- und Abraumbetriebe
GB259510A * Title not available
Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4644871 *Dec 11, 1985Feb 24, 1987Canadian National Railway CompanyArticulated hopper railcar
US4667603 *Aug 20, 1985May 26, 1987Sea-Land Corporation, Inc.Articulated car for intermodal containers
Classifications
U.S. Classification105/4.1, 105/288
International ClassificationB61D3/10, B61D3/00
Cooperative ClassificationB61D3/10
European ClassificationB61D3/10