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Publication numberUS2936983 A
Publication typeGrant
Publication dateMay 17, 1960
Filing dateOct 4, 1954
Priority dateOct 4, 1954
Publication numberUS 2936983 A, US 2936983A, US-A-2936983, US2936983 A, US2936983A
InventorsJohn Markestein, Weber Jr Matt John
Original AssigneeGen Motors Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Semitrailer king-pin locking and supporting means
US 2936983 A
Abstract  available in
Previous page
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Claims  available in
Description  (OCR text may contain errors)

y 7, 1960 J. MARKESTEIN ETAL 2,936,983

SEMITRAILER KING-PIN LOCKING AND SUPPORTING MEANS Filed Oct. 4, 1954 4 Sheets-Sheet 1 INVENTORS JMz/%zfm?zk.& 62? E y/M J4 la /z.

y 1960 J. MARKESTEIN ETAL 2,936,983



SEMITRAILER KING-PIN LOCKING AND SUPPORTING MEANS 4 Sheets-Sheet 4 Filed Oct. 4, 1954 United States Patent 2,936,983 sEMiTRAiLER KiNG-Puv LOCKING AND SUPPORTING MEANS john Marke'steimwestchester, and Matt john Weber, Jr.,

Chicago, 111., assignors to General Motors Corpora- 'tion, Detroit, Mich, a corporation of Delaware Application October 4, 1954, Serial No. 460,182 2 Claims. (Cl. 4s' 119 Thisjinvent'ion relates generally to shock absorbing means "for use in. combinationwith railway vehicles and more particularly to semitrailer king-pin receiving and .this high failure of such king-pin receiving and supportingmeans appears to lie in the fact that although longitudinal shock absorption has been provided in such means to prevent the transmittal of longitudinal shock between railway vehicles and the semitrailers. carried thereon, no adequate means for absorbing vertical or lateral shockhas been provided. Moreover, it has been found that withthe king-pin supporting means presently .in use the-lateral or rolling or vertically applied shock forces to which such cars are subjected impose stresses and strains on thelking-pins ofthe semitrailers which may tear them loose from their mountings or cause them to structurally fail-altogether. On the other hand, it has been found that the present invention, by providing some lateral rolling or universal movement for the king-pin supporting means so'that the king-pin may tip or be inclined'with respect to the railway vehicle, has practicallyeliminated failures-of such means and the king-pins supported there- :by without any substantial increase in the size or weight of the various components of the'supporting means. The means has been further improved by providing vertical cushioning of the king-pin relativeto the cars on which these gsemitrail'ers are carried and frictionally damping all movements; of the king-pin relative to the car.

It is therefore'propose'd as an object of this invention to provide a semitrailer king-pin receiving and supporting assembly adapted to be mounted on railway vehicles for transporting 'semitrailers whichn'ot only provides shock absorbing means tending to reduce the transmittal of longitudinal shocks between such vehicles and semitrailers carried thereon but also allows cushioned verticalmovement of the semitrailer king-pins relative to the vehicles as well as slight tipping, lateral :rollin'g, or :universal movement of these .king-pins relative to these railway vehicles, wherein preferably all such movements are frictionally damped.

.Fora fuller-understanding of'this and other related "objects of thetpresent invention reference may be had to the accompanying detailed description and drawings, in which:

Fig. l-is a fragmentary view in perspective of one end of a-railway vehicle-showing the new king-pin receiving and supporting means mounted thereon and a portion of one end of a semitrailer shown in dotted lines to indicate how-the king-pin thereof is supportedon the railway vehicle.

- Fig. 2 is an enlarged inverted view 'in perspective of the ,upper plate of the king-pin receiving and supporting 'ice means which illustrates certain details of the jaws and jaw actuating and locking assemblies for retaining the kingpin immovable relative to the plate.

Fig. 3 is a view in plan of the king-pin receiving means with portions of the upper plate broken away to illustrate how the upper plate is resiliently supported by the foundation "of the king-pin supporting means and pivotally attached to a'second plate which is also pivotally attached but indirectly to thefoundation.

Fig.4 is japtransveise sectional view in elevation taken on the linej4=4 of Fig. 3 looking toward an end of 'a railway vehicle when the king-pin receiving and supporting means is'mounted thereon and illustrates how the lowerfplateis resiliently supported at its lateral edges on 5-- 5{or Fig: 3 and illustrates the draft gear acting betweena yoke attached to the lower pivoted plate and vertical abutting plates on the foundation of the semitrailer kinggpin supporting means to absorb longitudinal shockstending to be transmitted between the vehicle and the semitrailers'transporte'd thereon.

Referring now to the accompanying figures and more particularly to Fig. 1, a railway vehicle indicated generallyby the'numeral 2 is shown provided with the usual supporting truck' assemblies 4 including wheel and axle sets '6. Disposed immediately above the truck "asseme blies 4 are platforms 8 adapted to have secured thereto as by Welding, bolts or other suitable means the semitrailer-kingepin locking and securing means, forming the main subject matter of this invention and indicated generally by a numeral 10.

To illustrate in part the operation of the device 10 a portion of a motor truck semitrailer has been shown in dotted lines and is indicated by'a numeral 12. The semitrailer'IZ is provided with the usual semitrailer king-pin 14 at the'forward end thereof'which is received and supported'by the device-1t). The device 10 includes a foundation 11;which comprises'a pair of flat plates or skids 16 which, as already mentioned, may be welded or otherwise suitably secured to the upper side of platform 8. Welded or otherwise secured to the flat plates or skids .16 are upwardly converging legs 18 formed of longitudinally extending, essentially vertical flat plates 20 reinforced at opposite ends by means of flange plates 22 welded orrotherwise suitably secured thereto. The legs 18 iaresecured'together at their upper ends by means of bolt and nut assemblies 24 extending through flanges 25 secured or formed on flange plates. 22. It will be observed from Fig. 4 that built in between the legs 18 by means of plating 26, ,28, 30 is a draft gear pocket 32 for thereception of a flexible draft gear, the general details of which are best'shown in Fig. 5. The draft gear 34 includes a substantially U-shaped yoke 36 provided with a: pair of longitudinally spaced, upwardly extending bosses 3S and a window '40. Extending vthrough the window 46 so that it protrudes on either side thereof is a com- .pressible, resilient wafer assembly 42. This resilient assembly 42 extends longitudinally when the king-pin supporting and receiving means is. mounted on the car 2 and isprovided at either end with a chafing plate 44. The chafing plates 44 also extend laterally'through window 40 so that they protrude on either side of theyoke 36. The plates 44, as observed in Figs. 3, 4 and 5, are adapted to engage reinforced, longitudinally facing stationary. chafing plates 46 welded or otherwise suitably secured to opposite ends of the foundation 11 of the semitrailer king-pin locking and supporting means 10. The plates 26 and .30 are provided with lower and upper chafing plates 48 and 50, respectively, located in pocket 32, The plates '48 and 50 tend to limit the vertical movement of the resilient wafer assembly 42 and the yoke 36 relative to the foundation 11. Welded or otherwise suitably secured to the upper portions of plates 20 are oppositely disposed spring pockets 52. The spring pockets 52-are formed on the foundation 11 of the semitrailer king-pin supporting and securing means 10. The pockets 52 are each provided with a plurality of upwardly extending helical coil springs 54 which resiliently support an elongated plunger 56 built so as to provide downwardly facing spring seats for the helical springs 54. The plungers 56 are made up of an elongated cylindrical portion capped by a plate 58 which in turn has secured thereto an upwardly facing chafing plate 68. To prevent separation and loss of the plungers 56 from pockets 52 anti-separating rods 62 have been provided which are secured at one end of plate 58 and extend through springs 54 and holes 64 in the bottoms of pockets 52,

numeral 14. It will be observed that the vertical kingpin engaging surfaces 132 and 134 of the movable jaw the. lower ends of the rods 62 being provided with retaming washer and nut assemblies 66. Supported on the chafing plates 60 for sliding movement with respect thereto is a plate 68 having downwardly facing chafing plates 70 which cooperate with and frictionally engage the upwardly facing chafing plates 60. Plate 68 has longitudinally spaced along the center thereof and at either end upwardly facing pairs of bosses between which the bosses 38 of the yoke 36 extend. The sets of bosses 72 are piv otally secured to an associated boss 38 by means of pins 74 which allow the plate 68 to pivot or tip about the axes of pins 74 extending longitudinally when the semitrailer kingpin locking and securing means 10 is mounted on the car 2. The pins 74 are held in place so that flanges 76 thereof abut the outer of the bosses 72 by means of securing straps 78 bolted as by bolts 80 or otherwise suitably secured to an upwardly extending skirt 82 welded around the edge of plate 68. As best observed in Figs. 3 and 4, plate 68 has welded thereto a pair of laterally, oppositely disposed bosses 84 extending upwardly between sets of downwardly extending bosses 86 secured to an upper plate 88. The plate 88 is pivotally supported on plate 68 'by fastening each set of bosses 86 and a boss 84 with pins 90. The pins 90 are retained in place in the holes of the bosses 86 and 84 by means of small annular plates 92 which are secured by studs 94 to a downwardly depending skirt 96 attached around the outer edge of plate 88. The plate 88 is an element of the king-pin receiving and locking portion of the entire assembly 18. .lt will be observed from the figures and especially Fig. 2 that plate 88 has secured to the under side thereof a pair of vertical, longitudinally extending, parallel plates 98 and 100 whose end-s are also secured to the inner surface of the skirt 96. Secured to the lower edges of plates 98 and 100 by means of bolt and nut assemblies 162 and 104 are a pair of supporting plates 186 and 188. The plates 106 and 108 act as partial support for a stationary jaw 110 which is secured to 'the under side of plate 88 by welding as at 112 and has an upward projection 114 whose upper surface is flush with the upper surface of plate 88. It will be observed that the projection 114 extends upwardly into a hole or opening 116 in the center of plate 88 and is formed so that the vertical surface 118 thereof fairs smoothly with the vertical surface 120 defining the opening 116 in plate 88. The notch 122 formed between the projection 114 and plate 88 enables the stationary jaw 114 to be welded to plate 88 so that an extremely rigid and strong joint is made between the stationary jaw 110 and plate 88.

Also supported on the vertical plates 106 and 108 for longitudinal sliding movement with respect thereto is a movable jaw 124. The jaw 124 in its retracted position; that is, when it is farthest from the stationary jaw 110, has an upward projection 126 which smoothly abuts all portions the vertical surface defining the opposite end of the opening or hole 116. The movable jaw 124 is provided with a shoulder 128 which is adapted to engage in an annular groove IMP-provided in the usual semitrniler king-pin such as the one exemplified in Fig. 4 which, as already mentioned, has been indicated by the 124 are cylindrical in form to conform to the cylindrical surfaces of the king-pin 14. In order to move the jaw 124 along tracks or ways provided by vertical Plates 106 and 108 the jaw is pivotally attached by pins 136 to sets of links 138 which in turn are pivotally secured by means of pins 148 to hell cranks 142. The cranks 142 include a shaft 144 which is journalled for rotation by means of bearing blocks 146 and 148 secured by studs 150 to plates 98 and 100 in notches 152 and 154 cut therein. The shaft 144 is also journalled for rotation by means of a bearing block 156 forming an enlarged part of the skirt 96 at a corner thereof. Attached to an end of shaft 144 extending through the bearing block 156 by means of an attaching block 158 is an operating handle 160.

A locking pin assembly to lock the movable jaw 124 in the position in which it is shown in Fig. 2 so that the king-pin is securely clamped between jaws 114 and 124 is indicated by a numeral 162. This assembly 162 includes a locking pin 164 secured to a rod 166 which is guided by means of a block 168 having a hole therethrough and forming an enlarged portion of the aforementioned skirt 96. With the movable jaw 124 in the position shown in Fig. 2 the pin 164 may be pushed through aligned holes 170 provided in the vertical plates 98 and as well as a cooperating hole 172 in jaw 124. In order to move the pin 164 in and out of the holes and 172 in the manner described the end of rod 166 extending outside of the skirt 96 is bent so as to form an operating handle 174. Interposed between the handle 174 and the block 168 and immediately adjacent thereto when the pin 164 is in the position shown is a small locking plate 176. This locking plate is formed in such a. way that the handle 174 must be turned to remove a portion of the plate 176 extending upwardly into a recess formed by the block 168 and a small band 178 secured thereto. In other words, with the handle 174. hanging down under the force of gravity as shown in Fig. 4 the rod 166 with the pin 164 could not be withdrawn from the holes 176 and 172. It is first necessary to, turnthe handle 174 at least through an angle of 90 before the pin may be withdrawn.

To suitably reinforce the upper plate 88 at the point Where most of the weight of the front end of the semitrailer is resting thereon suitable reinforcing plates 180 have been provided to which are secured reinforcing, relatively large gusset plates 182.

The operation of this new semitrailer king-pin securing and locking means is as follows: assuming a semitrailer such as 12 is maneuvered onto the car..2 and the kingpin 14 thereof is located in the opening 116 with the jaw 124 in the retracted position as shown in Fig. 5, the handle 160 may be turned so that the links 138 and the bell cranks 142 tend to straighten out thereby causing the surfaces 132 and 134 of movable jaw 124 to engage king-pin 114 and move it toward the stationary jaw 110 until it is clamped between jaws 118 and 124 as shown in Figs. 2 and 4. Once the king-pin is properly clamped between jaws 118 and 124 the pin 164 may be inserted through plates 98 and 100 as well as movable law 124 and locked in place, as already mentioned, by turning the handle 174 so that it is more or less horizontal and so that the small locking plate 176 may be moved under the band or strap 17 8 so that it will extend upwardly into the recess formed when the handle 174 is lowered as shown in Fig. 4. Once the semitrailer is clamped in place by means of its king-pin on plate 88 it will be observed that the plate 88 may rock or tip about a transverse axis through the .pins 90. Slight lateral tipping of the plates 88 and 68 as a unit may also take place about a longitudinal axis through the pins 74. This lateral tipping will of course be cushioned by the springs 54 and is made possible by the clearances indicated in bly and the king-pin 14 which is locked or anchored such a car and preventing their transferral to the semiv trailer carried thereon. This unique king-pinreceiving to plate 88 by the means provided on the under side thereof. This slight play, as alreadydescribed, is cushioned and, as may be readily observed, is clamped by sliding movement between plates 70 and 60. This slight tipping and universal movement which is provided between the king-pin and the foundation relieves the tremendous forces which are otherwise exerted on both the king-pin receiving and supporting assembly including thetfoundation and also the king-pin which is attached to the underside of the semitrailer when the semitrailer and the car are subjected to shocks which tend to cause rolling or vertical movementof the car. In other words, this unique universal connection including its resilient supports and the damping. means not only absorbs and tends to prevent the transferral to the semitrailer of sudden shocks which cause the car to roll, move vertically or longitudinally but' 1t also relievesth'e'tremendous stresses and strains which would otherwise be set up bysuchmotionL The draft gear has primarily been provided to prevent the transferral of longitudinal shock loads to which the car is subjected from being transmitted to the semitrailer carried thereon. This is accomplished by compressing the resilient wafers of the draft gear 42 between one end of the yoke 36 and a set of the vertical plates 46 at the opposite end. Since under such conditions the plates 88 and 68 and the yoke 36 will move as a unit longitudinally relative to the foundation 11 including plates 30 the chafing plates 70- will also move longitudinally With'respect to the plates 60 so'that the friction exerted between theplates 70 and 60 will abet the resist-. ance offered to relative longitudinal movement between foundation 11 and the plates 88 and i63 by the resiliency of the draft gear 34.' Thefrictionalforces present between plates 60 and 70 in--addition to offering yielding resistance to movement of the semitrailer relative to the railway car will of course tend to damp any oscillatory movements which might be set up by draft gear 34 as well as any harmonic or oscillatory movements tending to be set up by springs 54. e

From the foregoing description it' may now, be appreciated that unique king-pin receiving and supporting means for freight cars particularly adapted to transport motor truck semitrailers has been provided which by means of a novel universal joint enables the king-pin receiving and supporting means to be made as light as possible while at the same time better cushioning and absorbing all types of shocks which might be applied to and supporting means also tends to relieve certain stresses which have been previously applied to semitrailer king-' pins and the king-pin supporting means therefor so as to eliminate the failures in such means frequently occurring by reason of such stresses.

We claim:

A 1. A semi-trailer kingpin receiving and supporting means for railway vehicles adapted to transport semitrailers comprising, in combination, a foundation secured to the upper sides of such railway vehicles, a universal joint including an upper member rotatable about avtransverse axis and a lower member rotatable about an axis longitudinal of such vehicles, said uppermember having kingpin receiving means operable to hold a semi-trailer kingpin when'inse'rted-ther'ein immovable thereto, intermediate means for connecting said lower member to said foundation, said intermediate" means including asubstantions, the upper ends of said leg portions forming bosses tially U-shaped'yokememberlarranged in a vertical plane lying :in' the direction of travel of such vehicle and resilient shoclcabsorbing means having fore and aft ends mounted on said foundation and, acting horizontally 'in the direction'of travel of such vehicle, said U-shaped yoke member having spaced apart upstanding leg por- 1 pivoted to said lower member of the universal joint,

said pivotalconnection forming the longitudinal rotational axis of the latter, thelower ends of said leg 'por-.

tions having opposed pressure faces embracing the fore and an ends of the shock absorbing means for preventing the transmittal of shocks between such railway vehicles and any semi-trailers transported thereon with their kingpin secured in said kingpin receiving means, and vertically arranged spring means'on sald foundation providing resilient support of said lower member. on said foundation. 1 i

21 A semi-trailer kingpin' receiving andisupporting means according to claim 1" including, first chafing plates connected to said lower member-opposite said spring means and second. chafing plates carried by said spring means, said first and second chafing plates being in frictional contact with each other for damping vibrations.

a Andert i Junet7, 1955

Patent Citations
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US1380490 *Aug 28, 1919Jun 7, 1921Int Motor CoTrailer connection
US1623427 *Jan 22, 1926Apr 5, 1927Frank J ManrockGravity table
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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3081115 *Jan 11, 1961Mar 12, 1963Gen Motors CorpSemi-trailer kingpin receiving means
US3127142 *Mar 10, 1961Mar 31, 1964Amsted Industries IncorporatedRetractable stanchion
US3200950 *Jan 17, 1963Aug 17, 1965Ametek IncLaundry machines
US3235211 *Jun 4, 1964Feb 15, 1966Acf Ind IncCollapsible trailer support and anchor
US3287038 *Oct 8, 1963Nov 22, 1966Pullman IncFifth wheel plate for railroad car fifth wheel stands
US4185564 *Oct 25, 1977Jan 29, 1980Acf Industries, IncorporatedTrailer hitch yoke positioning assembly
US4213590 *Feb 26, 1979Jul 22, 1980Acf Industries, IncorporatedHitch head having manual jaw unlock
US4216726 *Mar 2, 1979Aug 12, 1980Acf Industries, IncorporatedRailway trailer hitch stand pivoting one-way gate
US4363578 *Dec 12, 1980Dec 14, 1982Pullman IncorporatedCushioned low profile trailer
US4400121 *Jan 26, 1981Aug 23, 1983The Budd CompanyRailway car hitch for a trailer
U.S. Classification410/64, 280/423.1
International ClassificationB60P7/00, B60P7/06, B61D45/00
Cooperative ClassificationB60P7/06, B60P7/00, B61D45/005
European ClassificationB60P7/06, B61D45/00B3B, B60P7/00