US3916799A

US3916799A - Rail car with swing platform and vertical position fixing means

Info

Publication number: US3916799A
Application number: US529969A
Authority: US
Inventors: Allen E Smith
Original assignee: Individual
Current assignee: Individual
Priority date: 1974-12-05
Filing date: 1974-12-05
Publication date: 1975-11-04
Anticipated expiration: 1992-11-04

Abstract

A railroad freight car with a swing out mechanism for use in drive-on or roll-on end loading of cargo further includes a roller mechanism for supporting the swing out platform on the rail car deck and on the loading platform. Further included is an extendable mechanism for leveling and preventing any change in elevation in the rail car relative to the loading platform during loading and/or unloading operations. A king-pin securing device is provided which is continuously adjustable in height and which is also adjustable in position in the longitudinal direction of the swing platform.

Description

[451 Nov. 4, 1975 Primary Examiner-Lloyd L. King Assistant Examiner-Gene A. Church Attorney, Agent, or Firm-Flynn & Frishauf [57] ABSTRACT A railroad freight car with a swing out mechanism for use in drive-on or roll-on end loading of cargo further includes a roller mechanism for supporting the swing out platform on the rail car deck and on the loading platform. Further included is an extendable mechanism for leveling and preventing any change in elevation in the rail car relative to the loading platform during loading and/or unloading operations. A king-pin securing device is provided which is continuously adjustable in height and which is also adjustable in posi- Smith RAIL CAR WITH SWING PLATFORM AND VERTICAL POSITION FIXING MEANS [76] Inventor: Allen E. Smith, Dennison Road,

Essex, Conn. 06426 [22] Filed: Dec. 5, 1974 [21] Appl. No.: 529,969.

['52] US. 105/368 B; 214/38 BA [51] Int. B65J 1/22 [5 8] Field of Search 105/366 R, 368 R, 368 B; 214/38 B, 38 BA [56] References Cited UNITED STATES PATENTS United States Patent 214 38 B X 214/38/BA UX tion 1n the longitudinal direction of the swlng plat- 105/368 B x form- 105/368 B X 1/1970 Brown.................. 105/368 B X 22 Claims, 24 Drawmg Flgures 2,828,027 3/1958 Stevenson et a1.

2,831,588 4/1958 Seed 3,168,206 2/1965 Washington.......... 11/1967 Davidson.........

Sheet 1 of 11 U8. Patent Nov. 4, 1975 US. Patent Nov.4, 1975 Sheet2of11 3,916,799

NMWWH U.S. Patent Nov. 4, 1975 Sheet4of11 3,916,799

US. Patent Nov. 4, 1975 Sheet6of11 3,916,799

RAIL CAR R(AILCAR US. Patent Nov. 4, 1975 Sheet7of1l 3,916,799

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ull'll Ill U.S. Patent Nov. 4, 1975 Sheet90f11 3,916,799

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FIG. I00

FIG/0C This invention relates to railroad freight cars and more particularly to railroad freight cars that provide safe, simple positive means of drive-on or roll-on end loading the cargo from any position along standard height platforms located at either side of the track without interfering with rail operations on an adjacent track or requiring that the freight car he uncoupled from the train.

Various known railroad cars have been designed to achieve some of the foregoing advantages. However, the known designs have one or more of the following disadvantages: they are unduly complicated; they are limited in applicability and are not suitable for use with substantially any type of cargo; they require time consuming operations to load and unload; they do not have simple means for enabling use when railroad car height is at various levels relative to the platform height; they do not retain the rail car positively in position with simple means; they require exact positioning of the rail car during loading and/ or unloading.

The present invention has for its object to provide a rail car or attachments to an existing railcar to obviate all of the above disadvantages.

An object of the present invention is to provide for a multipurpose flat deck rail car which is particularly designed for use in theshipment of trailers in piggyback service and of containers in containerized freight operations.

A still further object of the present invention is to provide arailroad car which will allow for greater utilization in railroad Operations through reduced time for loading/unloading and to be less restrictive as regards to cargo carried. For example, uncoupling of the car is not required; the car is easily and rapidly arranged for drive or roll-on end loading; and a flat cargo deck is provided thus removing all restrictions as to the type of vehicle or cargo that can be loaded on the car. Pallettized cargo can be readily transferred from truck or trailer to the rail car or visa versa.

Yet another object of the present invention is to provide a railroad car which can be loaded from a standard height platform located on either side of the track, which can be loaded with the car at any position along the length of the platform, which can be loaded without interferring with rail operations on adjacent tracks and which can be loaded or unloaded without requiring the car to be uncoupled from a train of cars.

A still further object of the present invention is to provide a system requiring a minimum of equipment on the loading platform itself.

SUMMARYOF THE INVENTION I swung to either side without obstructing train operations on an adjacent track.

According to a preferred'feature, means for securing and supporting a trailer or the like having a king-pin device is provided on the swing platform. The means for securing and supporting the trailer king-pin is selectively elevated from the swing platform and positioned so as to engage king-pin. The support means is preferably continuously adjustable to its maximum height so that various heights of king-pins can be accommodated.

In addition to being capable of permitting selective elevation, a preferred feature of this invention is that the king-pin securing and supporting means can be varied in location along the longitudinal direction of the swing platform of the railroad car to secure and support different length trailers or the like.

According to a still further preferred feature of the invention, a dual system of rollers is provided for the swing platform, the first roller system being fixed for supporting the swing platform on the bed of the rail car during movement thereof across the bed of the rail car. The second roller system is hydraulically or otherwise activated to adjust for differences in elevation between the swing platform and the stationary loading platform that are caused, for example, by the amount of load on the rail car which causes variable compression of the suspension system thereof. The second roller system is lowered during operation to engage the loading platform adjacent the track so as to permit supported movement of the swing platform across the loading platform.

In accordance with a further feature of the invention, the means for providing a rigid alignment of the swing platform relative to the stationary loading plaftorm and for maintaining a fixed height during loading and unloading operations preferably comprises extendable struts which are lowered and which engage the rails and align the swing platform with the rails and loading platform and then lock on the track which the rail car is on so as to maintain the fixed position of the rail car constant during changes of the load thereon.

A further important optional feature of the invention is that means are provided to permit the drive or roll-on or off of containerized or other cargo which must be lifted from a truck or trailer to the rail car or visa versa. Said means preferably comprises a system of extendable wheel or track ways to permit the positioning Of mobile inverted U frame hoisting rigs above the cargo that is to be lifted.

With the present invention, the loading platform need only to be a flat level platform, adjacent to level rails at a standard elevation above the rail heads. Small portable loading ramps may be provided for drive or roll-on loading of cargo onto the deck of the swing platform. Also, depending upon system design, electrical power Outlets may be required on the loading platform to power the equipment of the present invention.

In accordance with an optional feature of the invention, an endless belt system is provided to facilitate positioning of trailers or other cargo by assuring conveyence in straight line movement along the swing platform during loading or unloading operations.

BRIEF DESCRIPTION OF THE DRAWING FIG. 1 is a perspective view of a rail car according to the present invention having two swing platforms thereon, one swing platform being shown in the swung out position;

FIGS. 2a-2d illustrate the essential details of an hydraulically operated king-pin securing and supporting mechanism, FIG. 2 being a plan view of the mechanism in a stowed position, FIG. 2b being a side elevation operated back stop member, FIG. 3a being a plan view I of the back stop member in the stowed position, FIG. 30 being a side elevation in the operating position, and FIG. 3d being a sectional view taken along the line 3d-3d in FIG. 3a; I

FIGS. 4a and 4b illustrate the extendable membersextending from the rail car for engaging the rails so as to insure the swing platform alignment relative to the loading platform and to maintain the position of the car constant during loading and unloading, FIG. 4a being a front elevation in partial section and FIG. 4b being a side elevation in partial section;

FIG. 5 illustrates an hydraulic system for use with the rail engaging members of FIGS. 4a and 4b;

FIG. 6 is a partial end elevation of the railroad car bed showing the relationship of the controls therefor;

FIGS. 7a and 7b are schematic perspective views of rail car end controls, FIG. 7a illustrating the rail engaging control system and FIG. 7b illustrating the hydraulic mechanism control system;

FIGS. 80 and 8b illustrate the details of a dual system of rollers on the swing platform for supporting same, FIG. 8a being a fragmented section parallel to the longitudinal axis of the swing platform showing fixed and adjustable position rollers and FIG. 8b being a fragmented section oriented 90 from the fragmented section of FIG. 8a and showing an adjustable roller mechanlsm;

FIGS. 9a and 9b are schematic diagrams of the electrical system of the present invention, FIG. 9a illustrating the electrical system for activating and controlling the extendable rail car positioning members and their hydraulic system and FIG. 9b illustrating the electrical system for controlling the swing platform positioning and locking pins;

FIGS. 10a-10c illustrate a swing platform arrangement provided with an endless belt conveyer system, FIG. 10a being a perspective view of the platform with the endless belt system, FIG. 10b being a section view taken along the line 10b-10b in FIG. 10a and FIG. 100 being a section taken along the line 100-100 in FIG. 10b; and

FIGS. 11a and 11b illustrate typical brake mechanisms for use with the present invention.

DETAILED DESCRIPTION OF ILLUSTRATED EMBODIMENTS Referring to FIG. 1, a rail car 1 is shown having a pair of swing-out

platforms

2 and 3 mounted on the bed thereof. Platform 3 is shown in its rest position with the rear backstop 4 thereof shown in the raised position and the king-pin securing and support member 5 shown in the raised position. The front swing-out platform 2 is shown in a swung-out position, but with its backstop 6 and king-pin securing and support member 7 in the lowered positions. The rail car 2 is shown uncoupled from a string of rail cars.

FIG. 1 further illustrates by way of example one of four members 8, all of which align the swing-out platform with the car rails 9 and loading platform 120 and maintain rail car 1 at a fixed position relative to the track and loading platform during loading and unload- 4 ing of the car. The devices 8, which are described in detail with reference to FIGS. 4a and 4b, preferably clamp onto the track 9 so as to prevent the raising of the swing-out platform and rail car bed during unloading operations. This is a very essential feature and simplifies the designs of the remaining structures.

The swing-out

platforms

2 and 3 are constructed of standard structural steel members joined together in such a manner as to form a rigid platform to support the cargo loads involved, and to house the additional mechanisms of the present invention.

The swing-out

platforms

2 and 3 can generally be considered as comprising three basic sections. The middle longitudinally extending area contains the elevating backstop 4 or 6 and the selectively elevated king-pin securing and

support members

5 and 7. The middle area of the platforms also contain means for enabling the position of the king-pin securing and support members to be varied in the longitudinal direction on the swing-out platforms. These mechanisms are described with reference to FIGS. 2a-2d and FIGS. 30-311. When both the king-pin and backstop mechanisms are in their retracted positions, as shown in platform 2 in FIG. 1, the outer parts of their mechanisms form a flat deck area and the deck space between these areas has a series of sectional removable deck plates 224 which can be repositioned when the king-pin mechanism is utilized.

The two side longitudinally extending sections of the swing platforms are covered with deck plates. Thus, when the king-pin and backstop mechanisms are not activated, a continuous, unobstructed, flat deck between the side rails 225 of the swing platform is obtained.

The side rails 225 of the swing platforms are higher than the other structural members of the swing platforms so as to perform several functions. The side rails 225 provide a guidance and control device for the positioning of trailers when they are being backed onto the swing platform, and they provide a safety feature by preventing the backing of the trailer off the side of the platform. The side rails also include means for anchoring cargo by means of chains, cables, cross-bars or the like, and provide securing members for extendable wheel or track-ways and their supporting members for the positioning of mobile cargo hoisting rigs.

For the loading of containerized or other freight, a system of sectionalized extendable wheel or track-ways is provided to facilitate the positioning of mobile inverted U frame hoisting rigs that can move cargo off a truck or trailer to the deck of the swing platform or visa versa. 4

The extendable wheel-ways 90 and their support brackets 91 are hinged to the sides of the swing platform. When not in use they are held flush against the sides of the swing platform (see platform 3 in FIG. 1) so as to cause no obstruction in normal rail operations.

When loading operations require their use, the wheel-way support brackets are swung out at right angles in the vertical plane to the side of the swing platform and locked in place by lowering the wheel-way 90 which is swung down upon the support brackets. See I swing platform 2 in FIG. 1.

To provide rapidand easy handling of these wheelways, they are sectionalized and preferably torsion bar hinged. The support brackets 91 under each section of the wheel-way 90 are preferably gang controlled by a common pull-outl bar.

As shown in FIG. 1, the swingplatforms, 2, 3 rotate about a pivot point 12, such as an axle or bearing center point. Movement of the swing platform is achieved by attaching a tow or push bar to one of the

ball brackets

92, 93. The

ball brackets

92, 93 are located at each side of and atone end of the swing platform.

Prior to extending the swing platform from the railcar, the swing platform positioning and securing

pins

17, 18 are retracted sumultaneously from their respective mating sockets so as to unlock the swing platform.

Sockets

19 and 20 are located in the swing platform support rail 95 which is secured to the bed of the railcar l. The swing platform can then be extended to the loading position.

To assure automatic positioning and securing of the swing platform in the loading position at either side of the track, two positioning and securing

pins

17 and 18 on the swing platform and two sockets 19 and 20 (not shown in FIG. 1) in the swing platform support rail 94 are employed. Pin 17' and socket 20' and pin 18 and its mating socket 19 are not at points equidistant from pivot point 12. Thus whenthe swing platform is in its rest position on the railcar, such as the position of swing plaftorm 3 in FIG. 1, pin 17 is not over or in line with socket 19' and similarly pin 18 is not over or in line with socket 20 and the pins 17' and 18' simply rest in contact with rail 94. However, when the swing platform is swung to the right as seen by platform 2 in FIG. 1, pin 17' drops into socket 20' (not shown in FIG. 1.), thus positioning and securing the swing platform in the loading position. Similarly if the swing platform was swung in the opposite direction, pin 18' drops into socket 19'. I

To return the swing platform to its rest position on the rail car, loading positioning and securing pins 17', 18 are retractedupwardly simultaneously so they clear rail 94. The swing platform is now unlocked and free to be moved into position on the railcar. When indexing mark on the swing platform 2 comes within indexing band 16. on the car 1, positioning and securing

pins

17, 18 are released-to drop on rail 95 and with continued forward movement then drop into their respective sockets l9 and 20.

Preferably the retraction and release of

pins

17, 18 and 17, 18 is achieved by electronic means and four electromagnetic devices (not shown) but integral with the respective pins are required. The controls for such an electrical system are located in

panels

182, 183 and are discussed in connection with FIG. 9b.

The car rails 94, 95 and 104 also serve as bearing surfaces for the fixed position rollers on the swing platforms, and will be discussed in greater detail hereinbedetail, the deck covering plates being indicated by dashed lines only In FIG. 2b. The king-pin support 'structure includes a frame 28 which is comprised of longitudinally extending

members

29 and 30, and transverse members 31 and 32 at respective transverse ends of the frame-28 and coupled between

longitudinal members

29 and 30. The frame 28 carries arms 33 and 34 which are pivotally connected at one end by means of

respective pivot connections

35 and 36, to

members

29 and 30, respectively of the frame 28. The arms 33 and 34 are pivotally connected at their other ends to

arms

37 and 38, respectively, by means of a transverse axle 42. The other ends of

arms

37 and 38 are joined by axle 39 that carries

rollers

40 and 41 at respective ends thereof. Arms 33 and 34 and

arms

37 and 38 are suitably cross-braced (as shown in FIG. 2a) and the outer surface covered with

deck plates

220, 221 having respective support struts 222, 223 (as shown in FIG. 2b)

se. Conversely, the gear 10 could be mounted on the travel of the platform of the car to coordinate with the swing platform positioning and securing pin arrangement previously discussed Referring now to FIGS. 2a-2d, the king-pin support structure of the present invention is shown in greater so that when erected, a strong rigid structure to support the trailer, and the like, king-pin is achieved.

The pivot axle 42 carries a king-pin plate holder 43 thereon, which in turn carries a king-pin adapter plate 44 having aking-pin receiving slot therein. The kingpin of a trailer, or the like, whichis to be secured to the railway car engages the king-pin adapter plate 44 and is locked to it.

Frame 28 has rollers 46-49 rotatably mounted to the four corners thereof, the rollers being rollable in a frame of the swing-out platform which is comprised by

side rails

50 and 51. Thus, the frame 28 is rollable within

frame

50, 51 in the longitudinal direction along the swing-out platform. The maximum distance between side rails 50 and 51 is dictated by the minimum standard for the inner distance between the tires of wheels of trailers when the modified swing-out plat form hereafter discussed in connection with FIG. 10 is used.

In FIG. 2a, the frame 28 is shown in its rest position with king-pin plate holder 43 and

arms

35, 36, 37, 38 in their lowest position recessed between the side rails 50, 51 within the frame of the swing-out platform. If it is desired to raise the king-pin holder 43 and adapter plate 44 to position A shown in FIG. 2b, a force F (see FIG. 2a) is applied by means of an hydraulic mechanism 58 to the pivot axle 39 in the direction shown in FIG. 2a in order to raise the king-pin securing and supporting mechanism to the position A shown in FIG. 2b. If it is desired to further raise the king-pin plate holder 43 to the position B shown in FIG. 2b, and with point B at the same longitudinal location as the point A, then it is necessary to apply a further force F and to also move the frame 28 in the right hand direction as viewed in FIG. 2b from the position X to the position X' shown in chain lines in FIG. 2b. The frame 28 is moved by applying a force F by means of an hydraulic mechanism as shown in FIG. 2a. The position of the frame 28 and the application of the forces F and F' are coordinated so as to provide the proper height and longitudinal orientation of the king-pin holder 43 for any given situation. When at the correct height, Force F is reversed in direction to force the king-pin holder against the king-pin of the trailer or the like.

Preferably, the frame 28 is made movable a distance of 5-6 feet in the longitudinal direction of the rail car. This variation of movement should be sufficient to accommodate most trailers of different lengths. However,

depending upon application, the frame 28 may be made movable by any desired degree in the longitudi- 7 nal direction of the railcar.

As set forth above, the force F may be applied by means of an hydraulic mechanism 58 which is mounted to the frame 28 and 58', and the frame 28 may be moved relative to the rail car by another force F applied by means of another hydraulic mechanism 59 which is mounted between the railcar swing platform frame and the transverse member 32 of the frame 28. The loads on the

hydraulic mechanism

58, 59 are light, so small units can be used.

Various king-pin size adapter plates 44 preferably are secured to the king-pin holder plate 43 by means of tongue and groove slip jointsto permit quick changes. This increases the flexibility of the use of the apparatus of the present invention. As shown in FIG. 20, in order to maintain the king-pin plate holder 43 in a horizontal position, a counter-weight 52 is secured to the underside thereof below the axle 42. Also secured to the king-pin holder plate 43 is a mechanism (not shown) for locking the king-pin in the king-pin holder and adapter plates.

Preferably, the

side frame members

50, 51 of the swing-out platform have a generally U-shaped cross section as shown in FIG. 2d. The rollers, for example, roller 48, roll along the lower surface of the member 51 and the upper surface 53 thereof serves to positively retain the roller 48 in position so as to prevent any upward movement of the roller during operation. Similarly, the

side members

29 and 30 of the frame 28 are preferably U-shaped in cross section so as to provide a lower bearing surface for

rollers

40, 41 respectively, and to prevent upward movement thereof.

In order to lock the frame 28 in substantially any position relative to the rail car, a mechanical brake device 54 (FIGI 2a) is preferably provided. Such a brake device comprises, for example, a brake shoe 55 which is carried at the end of a shaft 56. The shaft 56 is preferably slidably mounted in the rail 29 and is moveable in the transverse direction of therail car. The brake shoe 55 is preferably pivotally connected to the shaft 56. The shaft 56 is moved so as to bear the brake shoe 55 against the vertically extending wall of the side rail member 51 of the rail car. A movement of the shaft 56 to cause the shoe 55 to engage side rail 51 may be accomplished by means of mechanical, electromechanical, or other equivalent devices. A similar brake mechanism 57 may be provided to lock the position of

rollers

40, 41 relative to the frame 28'so as to bear on member 29 and borne by member 39. While brakes 54, 57 are shown on only one side of the mechanism, it should be clear that if necessary, brakes couldalso be provided on the other side of the mechanism, for example to bear against the members 50 and 30respectively. Further, the positions indicated in FIG. 2a are not necessarily fixed other brake locations could be used. The mechanism can alternatively, or in conjunction with, be

hydraulically locked by locking the hydraulic systems of

mechanisms

58, 59.

Referring-toFIGS. 3a-3d, a portion of the platform carrying a backstop member 4 is shown ingreater detail. FIGS. 3a and 3b show the backstop member in its closed position, for example the position of backstop member 6 in FIG. 1 and FIG. 3c shows the backstop 4 in its upright position, for example the position of backstop member 4 in FIG. 1. FIGS. 3a-3d are described with reference to backstop member 4. The backstop member 4 is pivoted to the platform by means of a pivot member 21 extending transversely of the platform. A pair of pivoted links22 are connected to a carriage member 23 which is driven by means of an hydraulic mechanism 24. When the hydraulic mechanism 24 is extended, as shown in FIG. 3c, the carriage 23 is pushed to the position shown in FIG. 30 against a stop member 25 which limits the movement thereof. In this position, the backstop member 4 is raised to its upright position as shown in FIG. 3c. Preferably, for safety reasons, guidance and stop

lights

26, 27 mounted on extendable brackets (not shown) may be provided on backstop member 4.

FIGS. 4a and 4b illustrate a preferred design of the struts, rail shoes and hydraulic locking mechanism of the present invention for locking a rail car to the rails so as to assure that the horizontal plane of the deck of the rail car and its swing platforms are parallel to the horizontal plane of the loading platform and to maintain the height of the rail car and swing platforms constant during loading and unloading operations.

Referring to FIG. 4a, a housing 61 is secured to the underbody 60 of the rail car. The housing 61 carries an actuating shaft 62 (FIG. 4b) that drives gear 63 which in turn meshes with gear 64 so as to drive gear 64 which is secured to a shaft 65 that is threaded along the lower end (FIG. 4a) and which is rotatably mounted in the housing 61 by

bearings

66, 67 and secured in the housing 61 by means of locking nut 68. The bearing mounting for shaft 65 is to take the compression or tension loads occuring on shaft 65 during loading or unloading, respectively of the rail car. A strut 69, one end of which is threaded internally, is engaged with the lower threaded end of shaft 65 so that rotation of shaft 65 either extends or retracts the strut 69 relative to the housing 61. The strut 69 is slidably retainedin an elongated support housing 70 which is fastened to the housing 61. f

A rail shoe mechanism 71 is secured to the lowerend of the strut 69 by means of a pin 72. Rail shoe 71 includes hydraulically actuated pins or engaging members 73 which, in turn, when under hydraulic pressure of a hydraulic fluid in the space 74 are forced toward the rail 9 so as to engage the rail under the rail head. Only one pin 73 is shown in FIG. 4a. In practice, however, pins are provided on each side of the rail so as to more positively and securely lock the strut to the rail 9. The hydraulic pressure forces the pin 73 against compression spring 76 retained in the rail shoe housing 71 so that when the hydraulic pressure is released the pin 73 is automatically retracted into the rail shoe housing 71. Hydraulic pressure is supplied by hydraulic line 77 which communicates with the space 74 via a passage 78 in the rail shoe 71. The rail shoes 71 carry one or more electrical control switches 79 which are activated when the rail shoe is in full contact with the upper surface of the rail 9. Only one switch 79 is shown in FIG. 4b, but preferably one such switch is located on each side of rail shoe 71 in the longitudinal direction of the rail 9 to insure even engagement of the rail shoe 71 with the rail 9 prior to unlocking the hydraulic system discussed herein below.

. 9 tected against the weather. The locking pins are re tracted into a housing when notin use. Thus, any ice formation on the struts or rail shoes would have practically no effect on their proper functioning. For safety reasons, strut 69 carries a bracket 169 to trip switch 178 to signal that it is fully retracted.

It should readily be recognized that these struts do not support the weight of the rail car and that the loads they are subjected to, compression and tension, results from the weight of the cargo being loaded or unloaded.

FIG. illustrates a typical positive displacement hydraulic system for use in the present invention which employs a spring loaded pressure relief chamber. A housing 129 carries a drive shaft 130 to which is secured a drive gear 131. Drive gear 131 meshes with gear 132 which is connected to a shaft 133 which in turn is mounted to the housing 129 by means of retaining members 134. The lower end of shaft 133 is threaded and engages an internally threaded plunger 135. As shaft 133 turns, it extends or retracts the pluger 135 in the hydraulic chamber 136. The element forming the fluid chamber 136 is fastened to guide 137 for the plunger 135 and guide 137 is rigidly secured to the housing 129. Pressure relief chamber 138 houses a piston 139 which operates against a compression spring 140.

Hydraulic pressure to activate the pins 73 in rail shoe 71, FIG. 4b, is created by turning the hand wheel 143 attached to shaft 130. However, shaft 130 is locked by an electromechanical brake 155, shown with its support bracket 156, until all of the switches 79 on rail shoes 71 are closed to release the brake 155. Thus, the shaft 130 cannot be turned and no hydraulic pressure can be created until the rail struts are properly positioned on the rails 9.

The pressure relief chamber 138 carries an electrical control switch 141 that opens when pressure exists in the hydraulic system. The switch 141 is connected to break a circuit that energizes a coil which is provided to release an electromagnetic brake which permits opera tion of the strut lowering and raising mechanism and thus the rail shoes are lowered in position on the rails 9. A high pressure switch 142 in the hydraulic system lights a lamp (FIG. 9b) to show when sufficient pressure has been established to have the locking pins 73 in position against the rail web. The operator may then cease further application of increased hydraulic pressure.

The mechanical operation of the rail car struts 69, FIGS. 4a4b, and the mechanical operation of the hydraulic system, FIG. 5, is now discussed with reference to FIGS. 6 and 7a-7b. In this connection, it was noted in the foregoing that there is a sequence in the order in which these can be operated and which is achieved by electromechanical means. The particular control circuits for these means will be described in detail later with reference to FIGS. 9a and 9b.

The struts 69 are operated in synchronism by means of various drive mechanisms which include chains, gears and appropriate interconnecting drive shafts. The chain drive mechanisms are arranged so that raising and lowering of all of the struts 69 can be simultaneously controlled by a hand wheel located at each side of the rail car, with the hand wheels being interlocked so that the struts may be operated from either side of the rail car. Likewise the hydraulic mechanism for the rail shoes 71 is connected to a chain drive operating mechanism which is interlocked so that the hydraulic 10 system can be operated by a hand wheel at either side of the rail car.

Referring to FIG. 6, at the control end of the rail car, a drive shaft 62 (See FIG. 4b) from a strut housing 61 carries a sprocket which is coupled to hand wheel 81 (which carries a sprocket 83) via a chain 82. Each strut arrangement at each strut position is duplicated and is seen in FIGS. 6 and 7a. In FIG. 6, the primed reference munerals indicates the chain drive for the left hand strut. The hand wheels 81, 81' are mounted to respective shafts 85 and 86 (see FIG. 7a) which in turn are mounted on the underside of the bed of the rail car.

As seen in FIG. 7a, the two strut mechanisms on each side of the rail car are respectively interconnected via

shafts

85 and 86, which shafts are rotatably mounted to the underside of the rail car by a series of bearing

housings

84, 84. Referring to shaft 85, the remote end thereof is connected to a sprocket 87 which is interconnected with a sprocket 88 which is similarly connected to the strut mechanism as is sprocket 80. A chain 89

interconnects sprockets

87 and 88. Also, at the remote end of the shaft 85, there is connected a further sprocket 97 which is interconnected with an idler sprocket 98 via a further chain 99. A still further sprocket 100 is connected to the same shaft as idler sprocket 98 and a chain 101 which extends across the width of the rail car is engaged with

sprockets

100 and 100. At the other sid'e of the rail car, corresponding chain drive mechanical elements are provided which are indicated with primed reference numerals.

The employment of the

idler sprockets

98 and 100 permit chain 101 to be mounted at a high enough position so that the rail car draw-bar and coupler are cleared, i.e., bridged.

By virtue of the above described chain drive mechanism, operation of either one of the

hand wheels

81, 81 causes simultaneous and uniform operation of all four strut mechanisms 69 so as to either lower or raise the rail shoes 71. This is extremely convenient since the mechanisms can be operated from either side of the car, rendering the present invention useful with loading platforms which are located at either side of the rail car. While not shown in FIG. 7a for reasons of clarity, take-up idler sprockets would be utilized to assure the simultaneous and uniform operation of all struts. Further it will be recognized that only light loads are involved in the operation of these strut positioning drives.

In order to lock the strut mechanisms in given positions, brake shoe mechanisms 102, 103 (FIG. 7a) are provided for locking one or both of the

shafts

85, 86 in position, thereby locking the struts 69 in a given position. The

brake shoe mechanism

102, 103 may be electrically or mechanically operated, as desired. Preferably, the

brake shoe mechanisms

102, 103 are electromagnetic brakes and are electrically operated by means of solenoids, as will become apparent from the discussion of the control system given hereinbelow with respect to FIG. 9a.

As shown in FIG. 7b, the hydraulic mechanism" of FIG. 5 may be connected to a chain drive system so as to be operable by respective hand wheels at each side of the rail car. In FIG. 7b, the hydraulic mechanism is designated by the reference numeral 129 so as to indicate its housing. .The following discussion of the operating mechanism of the hydraulic system is given in conjunction with FIGS. 5 and 7b, taken together. A hand wheel 143 is coupled to the end of shaft and a sprocket 144 is connected to an intermediate portion of the shaft 130 so as to rotate therewith. An idler sprocket 145 is rotatably mounted to the rail car and is interconnected with sprocket 144 via a chain 146. Connected to the same shaft as idler sprocket 145 is a further idler sprocket 147 which is interconnected by means of a chain 148 with an idler sprocket 149 mounted at the opposite side on the rail car. A still further idler sprocket 150 is mounted to the same shaft as idler sprocket 149, and coupled to a sprocket 151 which is interconnected with a second hand wheel 152 by means of a shaft 153 which is rotatably connected to said oppostie side of the rail car.

Sprockets

150 and 151 are interconnected by means of chain 154. By virtue of the above arrangement, rotation of either one of the

hand wheels

143 or 152 causes operation of the hydraulic system of FIG. 5.

Similarly to the chain drive system for the struts, FIG. 7a, the

idler sprockets

145, 147, 149 and 150 in FIG. 7b are employed to have chain 148 mounted high enough to bridge and clear the draw-bar and coupler of the rail car. it is further pointed out that for ease of description and clarity, FIG. 7a just illustrates the chain drive mechanism for the struts and FIG. 7b just illustrates the chain drive mechanism for the hydraulic system. However, as illustrated in FIG. 6 both systems are concurrently provided on one end of the rail car so as to permit centrallized control for both systems at one area.

FIGS. 8a and 8b illustrate a mechanism for adjustable rollers to provide support for the swing platform during loading and unloading operations and to allow movement of that portion of the swing platform over the loading platform adjacent to the railroad tracks. The system employed is basically a series of hydraulically activated cylinders carrying the support rollers for the swing-out platform. When activated, hydraulic fluid is applied against the pressure of the cylinder retracting springs until the support rollers are at the level of the surface of the loading platform. When this occurs, the hydraulic system of each individual cylinder is closed to maintain this position of the rollers and thus that portion of the swing-out platform and its cargo over the loading platform is supported on hydraulic fluid by those rollers in contact with the surface of the loading platform.

This type of arrangement has many advantages over a mechanical adjustment mechanism. For example, it is less complicated, takes up less space, permits greater flexibility with respect to location of rollers and decreases the height of the deck of the swing-out platform above thedeck of the rail car.

When the swing-out platform is returned to its rest position on the rail car, the hydraulic system of each cylinder is opened and the compression springs retract the hydraulic cylinders and rollers to their initial rest position.

Referring to FIG. 8a, the loading platform is designated by the reference numeral 120 and the surface of the deck of the rail car at an elevation above the rail heads when the car is empty, i.e., no cargo, is designated by reference numeral 121. The description of FIGS. 8a and 8b is given with reference to the front swing-out platform 3. A bracket 108 is secured internally within the frame of swing-out platform 3 and carriers a fixed piston 109. Hydraulic fluid is received from source 122 and admitted through connection 110 to cylinder 111. Hydraulic cylinder 111 contains a bleed port 112 and has roller support brackets 113 se- 12 cured thereto. Compression springs, FIG. 8b, retaining brackets 114, FIG. 8b, are also secured to cylinder 111 so that when activated, springs 115 compress. Alternatively, when thehydraulic system is deactivated the springs 115 retract the cylinder and rollers 117 are moved to their initial position. A plurality of such sys' terns are provided, a separate piston, associated spring and hydraulic system for each roller of the apparatus.

The hydraulic means for extending the rollers 117 is accomplished by means of a relatively low pressure conventional hydraulic system to compress springs 115. The hydraulic system 122, not shown in detail, conventionally comprises an hydraulic fluid reservoir, a pump, plumbing and a master hydraulic fluid control valve. When the master control valve is positioned on OFF, hydraulic fluid is only permitted to flow from the cylinder 111 to the hydraulic reservoir; at the ON position of an hydraulic master control valve fluid can only flow from the pump to the cylinder 111. When the control valve is set at a CLOSED position the hydraulic fluid is locked within each individual cylinder 111. The hydraulic system 122 is conventional and its controls may be activated by manual or electromechanical means but the later would preferably be employed.

When the swing-platform is in position on the rail car, the hydraulic fluid control valve of hydraulic system 122 is at the OFF position and is not turned to the ON position until either of

rollers

117 or 117, see FIG. 1, is over the loading platform when the swing platform is being positioned for loading or unloading. A limit switch 118 attached to cylinder 111 of these outboard rollers 117 and 117 (see FIG. 8b) triggers the movement of the master hydraulic control valve to the CLOSE position when either roller 117 or 117' contacts the surface of the loading platform 120. If electromechanical means are employed, this is accomplished automatically but if manual means are used, the switch 118 triggers a signal to indicate to an operator that the master control valve is to be immediately closed. The master control valve is not placed at the OFF position until the swing-platform is returned to its rest position on the rail car.

For support and travel of the swing-platform on the rail car, there is provided a series of fixed position rollers 105 supported by brackets 106 which are mounted and secured internally within the frame of the swingplatform. The rollers 105 rest on

tracks

104, 94, which are secured to the bed of the rail car, see FIGS. 80 and 1. As should be apparent from FIGS. 8a and l, to insure proper operation of the system the axes of all of the rollers (fixed and adjustable) must form a radius with the pivot point 12 of the swing-out platform.

The location and number of fixed and hydraulically operated rollers, and 117 respectively, and the associated mechanisms as shown in FIGS. 8a and 8b depend upon the number and size of swing-out platforms per rail car and the maximum load to be carried.

A typical control system for the apparatus of the present invention is illustrated in FIGS. 9a and 9b. The

control system for the proper sequence of operation and security of the strut and associated hydraulic mechanisms is illustrated in FIG. 9a. FIG. 9b illustrates the control system for the positioning and securing the swing-out platform in its rest position on the rail car and in its loading/unloading positions.

The strut and associated hydraulic mechanism control, FIG. 9a, includes

control panels

170, 171 located 13 as shown, for example, at' the end of the rail car ajdacent to the operating 'handwheels to provide centrallized operations. Each

controlpa'nel

170, 171 is identical and the panels are interconnected so that complete operation of the system may be accomplished from either side of the rail car. In the following discussion of the system, the various constituent elements on each

control panel

170, 171 will be discussed by making reference to them by a reference numeral (for panel 170) and by corresponding primed reference numeral (for panel 171). However, the following discussion is only given with respect to operation from panel 170. Operation from panel 171 is identical.

Power is supplied to the system by plugging an external electrical power source into plug 172. Preferably, plug 172 is a recessed male plug, whereas the external power source is connected to a female plug for safety reasons. When the power source is plugged in, nothing takes place until line switch 173 is operated. When line switch 173 isclosed, the lamp 174 on the control panel lights to indicate that the system is energized. When the strut brake release switch is pushed, brake release coil 176 is energized and the brake locking the strut mechanism, 102 or 103 FIG. 7a, is released so that the strut mechanism can be operated as described hereinbelow. Obviously if two brakes were used as illustrated in FIG. 7a, there would be two coils 176 connected in parallel. The brake release switch 175 is of the hold-in type. That is, once operated, the coil of switch 175 is energized and the switch 175 will hold itself in until the system is deactivated by opening of power switch 173 or when the power source unplugged. When the brake release switch 175 is activated, a lamp 177 is energized to indicate that thestrut mechanism is now enabled.

As the'strut mechanism is lowered from its recessed or rest position by operation of the appropriate hand wheel, limit switch 178, (see also FIG. 4a) is operated so as to supply power' to lamp 179 to indicate that strut mechanism is presently being lowered. When the struts have been lowered sothat the rail shoes 71 are in full contact with the top of" the rails, all of the rail shoe contact switches 79 (see also FIG. 4b) are closed so that the hydraulic brake release coil 180 for brake 155 (see also FIG. 5) is energized so as to release the brake 155 and enable the hydraulic system. When the hydraulic brake release coil 180 is energized, lamp 181 lights to indicate that the hydraulic system can now be activated to position the rail shoe locking pins 73, FIGs. 4a and 4b, under the rail heads 9. While only'four rail shoe contact switches 79 are shown in FIG. 9a, more may be provided. For example, if each rail shoe has two switches 79, the control system of FIG. 9a would have eight (8) switches 79 connected in series.

As soon as hydraulic pressure created in the hydraulic system an hydraulic pressure switch 141 (see FIG. 5) located in the hydraulic system opens and breaks the electrical circuit to the strut brake release coil or coils 176. This allows the brakes to operate and locks the struts with the rail shoes'in position on the rails.

When sufficient pressure has been created to place all of the locking pins 73 under the rail heads, the high pressure hydraulic switch (see also FIG. 5) closes and lamp 18 4 l ightsto i" di c"ate that hydraulic pressure no longer needs. to be increased. this point, the swing-outplatf or'm i sfready to bereleased from the rail car for movement m positioning on the loading plat- 14 form. The control system to accomplish this is hereafter discussed in connection with FIG. 9b.

When the swing-out platform is returned to its secured position on the rail car, the struts with the rail shoes in position on the rail and locking pins 73 in position under the head of the rails and against the rail web cannot be raised until the hydraulic pressure is reduced to zero and the locking pins 73 are retracted into rail shoes 71. This is to prevent any damage to the strut mechanisms.

Upon reducing the hydraulic pressure, high pressure switch 142 opens and lamp 184 goes out and when the hydraulic pressure reduces, for example to zero, the locking pins 73 have been retracted into the rail shoes 71 by compression springs 76 and hydraulic switch 141 closes to light lamp 177 to signal that strut brake release coil 176 has been energized and the strut mechanisms can be raised.

When the rail shoes are raised, the first rail shoe switch 79 to open breaks the circuit to coil and brake 155 (see FIGS. 6 and 9a) locks the hydraulic system. Lamp 177 goes out to show the hydraulic system has been deactivated. Thus, the rail shoes could not be returned to the rails with the locking pins 73 extended.

Lamp 179 remains lit until the struts are fully retracted to open switch 178.

Line switch 173 is then opened and the strut mechanism locked in the retracted position when the entire control system is deenergized.

Thus, the control system not only establishes the sequence in which the strut and hydraulic systems can be operated by also prevents possible damage when operating as well as protecting them against possible operation during railroad operations until the rail car is positioned for loading or unloading by authorized personme].

The control system for retracting and releasing the swing-out platform positioning and securing

pins

17, 18 and 17', 18, as heretofore discussed in connection with FIG. 1, is achieved as illustrated in FIG. 9b. The control system, FIG. 9b, includes two

panels

182, 183 located as shown, for example in FIG. 1, at one end of the swing-out platform to permit them to be operated from the loading platform 120. Both

panels

182, 183 are interconnected so that operation can be achieved from either one.

The power source A, B, FIG. 9b, is received from the control system illustrated in FIG. 9a. Referring to panel 183, when the switch 191 is pushed to the ON position, lamp 185 lights to indicate that pin retracting coils 186, 186' have been energized to retract

pins

17, 18 from their

respective sockets

19, 20. Then, the swingout platform is moved off the rest position on the rail car by means, for example, of a tow bar or the like.

Upon the swing-out platform reaching the loading position, as illustrated by platform 2 in FIG. 1, pin 17' automatically drops into socket 20' (which is under the swing out platform on rail 94 and is not shown in FIG. 1) as heretofore discussed in connection with'FIG. 1,

When the swing-out platform is to be returned to position on the rail car, hold in switch 187 is pushed, and lamp 189 lights to show that pin retracting coils 190, 190' have been energized to retract pins 17', 18'.

The swing-out platform may now be returned to position on the rail car. When indexing mark 15 on the swing-out platform comes within the indexing band 16 on the rail car, switch 191 is pushed to the OFF position, lamp 185 goes out, coils 186, 186' are deenergized and pins 17, 18 drop onto cross rail 95. With continued forward motion of the swing-out platform, pins 17, 18 fall into their

respective sockets

19, 20 to lock the swing platform on the rail car.

When the control system illustrated in FIG. 9a is deenergized, lamp 189 goes out, hold-in switch 187 opens, coils 190, 190 are deenergized and pins 17, 18 drop onto rail 94 to be in position to automatically position and secure the swing-out platform the next time it is deployed to a loading position. The control system could be easily modified to deenergize coils 190, 190' when switch 191 is turned off.

Further, if the hydraulic system for rollers 117 utilizes electrical controls, pumps, etc., the operation thereof can be interlocked with the controls of FIGS. 9a and 9b to further reduce human error.

The same control is achieved from panel 182 by operating the corresponding prime numbered switches.

The

pins

17, 18, 17', 18 are raised or retracted preferably by electromagnetic means. That is, when a coil is energized, it attracts the pin to cause it to rise. Other electrical, mechanical, or electromechanical arrangements could be used, as desired.

Referring to FIGS. 10a-10c, a swing-out platform, for example platform 2, FIG. 1, is shown in modified form. In this modification, endless belts are provided within the frame of the swing-out platform to facilitate the positioning of trailers and the like, by assuring straightline conveyance of the trailer wheels longitudinally along the swing-out platform once they are on the belt and chocked to prevent any further movement between the wheels and the belt. This could be very advantageous to safely speed the positioning trailers, or the like, and particularly where wide railcars or swingout platforms are involved.

As shown in FIG. 1012, an endless belt is mounted around two

end rollers

205, 206 and supported along the upper length thereof by means of closely spaced rollers 207. Adjustable

idler rollers

208, 209 are provided for the positioning of the belt and adjusting belt tension. A brake means, 210, which may be mechanical, electromechanical or hydraulic is provided to lock the endless belt from functioning as a conveyer when a stationary deck on the swing-out platform is desired. While FIGS. 10a-l0c show two

conveyer belts

201, 202, any number could be used. Further, the

belts

201, 202 could be motor driven, depending upon system requirements.

FIGS. 11a and 11b show typical brake mechanisms 227 wound therearound and which is connected to a power supply, preferably through a switch not shown. The brake mechanism includes a plunger 228 having a flange 228a secured thereto. A coil spring 229 is mounted around the plunger 228 and is compressed between the flange 228a and the upper surface of the housing 226 so as to bias the plunger outwardly relative to the housing. The plunger 228 is guided within a guide means 233 which is fixed. At the end of the plunger a brake member 230 is pivotally connected via a pivot 231. The brake member 230 has a brake shoe 16 232 secured at the end thereof for engaging the member to be braked. As should be apparent, the operation of the brake can be reversed by changing the location of the biasing coil spring 229, as desired.

FIG. 11b shows a typical brake mechanism for fixing the rotational position of a shaft. The brake includes a flexible band 235 fixed in position at 242. The other end of the band is biased toward the fixed position 242 by means of a spring 236 in order to tighten the band 235 about the shaft, thereby locking the shaft in position. An electromagnetic operating member which includes a housing 237 and an electromagnetic coil 238 is coupled to the movable end of. band 235 via a plunger 239. Upon energizing the coil 238, the plunger 239 is drawn into the housing 237 in the direction of the arrow 241 to release the brake. Upon turning off the power supply to coil 238, the spring 236 biases the free end of the band 235 in the direction of the arrow 24 so as to lock the shaft.

While the invention has been described herein wit respect to specific apparatus, various modifications and alterations may be made thereto within the scope and spirit of the invention as defined in the appended claims.

What is claimed:

l. A rail car having a deck and at least one swing plat- 'form pivotally mounted thereon for movement relative to said deck of the rail car in a substantially horizontal plane, comprising:

means for selectively swinging said at least one swing platform toward a fixed loading platform, or the like;

means on said rail car for fixing the position of said rail car relative to the rails and to the loading platform and for preventing changes in elevation in the rail car relative to the loading platform during unloading and/or loading operations, said fixing means including:

extendable strut means extending downward from at least three positions on said rail car;

means on said extendable strut means for selectively engaging a rail and for locking onto said rail;

means for locking said extendable strut means in an extended position in engagement with said rail; and

means for selectively raising and lowering said extendable strut means so as to cause said extendable strut means to selectively engage said rail.

2. A rail car according to claim 1 comprising an extendable strut means and associated locking means at each of four corners of said rail car.

3. A rail car according to claim 1 wherein said means for selectively engaging a rail and for locking onto said rail comprises a housing member secured to the end of an extendable strut means for engaging the head of a rail, and including means selectively extendable in a substantially horizontal direction towards said rail for engaging the vertical web of the rail under the head thereof, thereby locking said extendable strut means to said rail.

4. A rail car according to claim 3 comprising a pair of said horizontally extendable rail engaging means mounted to said housing for engaging said rail at longitudinally spaced positions thereof.

5. A rail car accordingto claim 1 wherein said means for fixing the position of said rail car relative to the rails and to the loading platform includes means for sensing

Claims

1. A rail car having a deck and at least one swing platform pivotally mounted thereon for movement relative to said deck of the rail car in a substantially horizontal plane, comprising: means for selectively swinging said at least one swing platform toward a fixed loading platform, or the like; means on said rail car for fixing the position of said rail car relative to the rails and to the loading platform and for preventing changes in elevation in the rail car relative to the loading platform during unloading and/or loading operations, said fixing means including: extendable strut means extending downward from at least three positions on said rail car; means on said extendable strut means for selectively engaging a rail and for locking onto said rail; means for locking said extendable strut means in an extended position in engagement with said rail; and means for selectively raising and lowering said extendable strut means so as to cause said extendable strut means to selectively engage said rail.

5. A rail car according to claim 1 wherein said means for fixing the position of said rail car relative to the rails and to the loading platform includes means for sensing the engagement of said rail by said housing and for then enabling movement of said horizontally extendable locking members.

6. A rail car according to claim 1 wherein said means for fixing the position of said rail car relative to the rails and to the loading platform includes means coupled to said extendable strut means for sensing when said extendable strut means is in a fully retracted position and for generating a control signal in response thereto.

7. A rail car according to claim 1 further comprising a selectively elevated king-pin device on said swing platform for securing and supporting a trailer.

8. A rail car according to claim 7 wherein said selectively elevated king-pin device comprises means for continuously adjusting the height thereof.

9. A rail car according to claim 7 wherein said selectively elevated king-pin device comprises means coupled to said swing platform for varying the location of said king-pin device in the longitudinal direction of said swing platform.

10. A rail car according to claim 7 wherein said selectively elevated king-pin device comprises a first pair of link members spaced in the transverse direction of said swing platform and pivotally connected at one end thereof to said swing platform; a second pair of link members spaced from each other in the transverse direction of said swing platform and pivotally connected to said spring platform at a position spaced from the pivotal connection of said first pair of link members in the longitudinal direction of said swing platform; means pivotally connecting said first and second pairs of link members together; means coupled to said pivotal connection of said first and second link members for engaging a king-pin of a trailer, or the like; and means for selectively moving the location of said pivotal connection of at least one of said pairs of link members relative to said swing platform for selectively elevating said king-pin device.

11. A rail car according to claim 10 wherein said king-pin device comprises a frame member movably mounted to said swing platform for movement in the longitudinal direction of said swing platform, said pivotal connections of said first and second pairs of link members being made to said frame member; and means for selectively moving said frame member in the longitudinal direction of said swing platform for varying the location of said king-pin device relative to said swing platform.

12. A rail car according to claim 1 further comprising roller means extending from the lower surface of said at least one swing platform for engaging said deck of said rail car during swinging movement of said at least one swing platform and for engaging a stationary loading platform during swinging movement of said swing platform.

13. A rail car according to claim 12 wherein said roller means comprises a first roller system for engaging said rail car deck and for supporting said swing platform on said rail car deck; and a second roller system which includes vertically adjustable rollers for engaging said stationary loading platform and supporting said swing platform on said loading platform.

14. A rail car according to claim 13 comprising hydraulic means coupled to said second roller system for adjusting the relative vertical position of the rollers thereof to adjust for differences in elevation between said swing platform and said stationary loading platform.

15. A rail car according to claim 14 comprising means for locking said second roller system with the adjustable rollers thereof in their engaged position with said loading platform.

16. A rail car according to claim 1 further comprising extendable wheel or track ways at the sides of said at least one swing platform which are selectively positionable to receive and position a cargo-supporting rig.

17. A rail car according to claim 1 wherein said means for operating said extendable strut means comprises a chain-drive mechanism interconnecting all of said adjustable strut means such that all of said adjustable strut means are simultaneously controllable from a control location, each of said adjustable strut means comprising a pair of relatively rotatable threaded members, at least one of said threaded members being coupled to said chain drive mechanism for rotation for raising and lowering said adjustable strut members responsive to operation of said chain drive mechanism.

18. A rail car according to claim 17 comprising an extendable strut means at each of four corners of said rail car, all of said extendable strut means being interconnected via said chain-drive mechanism.

19. A rail car according to claim 18 wherein said chain drive mechanism includes at least two control locations at respective opposite sides of said rail car.

20. A rail car according to claim 1 wherein said swing platform includes at least one endless belt system thereon which is engageable by cargo loaded on said swing platform for facilitating conveyance and movement of said cargo along said swing platform during loading and/or unloading operations.

21. A rail car according to claim 20 comprising a pair of endless belts on said swing platform for conveying cargo.

22. A rail car according to claim 20 wherein said at least one endless belt system includes a belt which is freely movable relative to said swing platform; and a brake for selectively locking said belt to prevent movement thereof.