U.S. patent application number 10/001930 was filed with the patent office on 2003-05-01 for chafing reduction device for a center beam railway car.
This patent application is currently assigned to TRN Business Trust. Invention is credited to Clark, James Stephen, Van Auken, Charles L..
Application Number | 20030079642 10/001930 |
Document ID | / |
Family ID | 21698477 |
Filed Date | 2003-05-01 |
United States Patent
Application |
20030079642 |
Kind Code |
A1 |
Clark, James Stephen ; et
al. |
May 1, 2003 |
CHAFING REDUCTION DEVICE FOR A CENTER BEAM RAILWAY CAR
Abstract
The invention is directed to a center beam railway car adapted
for reducing chafing between lading and a center beam structure of
the railway car. According to an embodiment of the invention,
lading may be stacked against rollers provided along the center
beam structure to reduce friction between the center beam structure
and the lading. In an embodiment of the invention, the rollers may
be adapted to accommodate both horizontal and vertical relative
movement between the lading and the center beam structure of the
railway car.
Inventors: |
Clark, James Stephen; (St.
John, IN) ; Van Auken, Charles L.; (Dillsburg,
PA) |
Correspondence
Address: |
FITCH EVEN TABIN AND FLANNERY
120 SOUTH LA SALLE STREET
SUITE 1600
CHICAGO
IL
60603-3406
US
|
Assignee: |
TRN Business Trust
|
Family ID: |
21698477 |
Appl. No.: |
10/001930 |
Filed: |
October 31, 2001 |
Current U.S.
Class: |
105/404 |
Current CPC
Class: |
B61D 3/166 20130101 |
Class at
Publication: |
105/404 |
International
Class: |
B61D 017/00 |
Claims
1. A center beam railway car capable of transporting lading in
commercial rail service, the railway car having a support surface
for supporting the lading, a pair of bulkheads proximate opposite
ends of the support surface, and a longitudinally extending center
beam structure extending between the bulkheads having outwardly
facing lateral surfaces, and at least one roller effective to
reduce chafing contact between the lateral surfaces and the
lading.
2. A railway car according to claim 1, wherein the center beam
structure comprises a plurality of posts extending vertically
upward relative to the support surface, the posts having laterally
facing outward surfaces, and a longitudinally extending top chord
connecting the posts.
3. A railway car according to claim 2, wherein the roller extends
substantially parallel to the vertical posts.
4. A railway car according to claim 2, wherein the roller is
disposed proximate the top of one of the vertical posts and below
the top chord.
5. A railway car according to claim 1, wherein the roller is
vertically translatable with respect to the center beam structure
to accommodate vertical shifting of the lading.
6. A railway car according to claim 1, wherein the roller is
rotatable relative to the center beam structure to accommodate
shifting of the lading parallel to the center beam structure.
7. A railway car according to claim 2, wherein the roller comprises
a roller member rotatable about a shaft.
8. A railway car according to claim 7, wherein the lower end of the
shaft is rotatably mounted to a bracket extending between adjacent
vertical posts.
9. A railway car according to claim 8, wherein the lower end of the
shaft is rotatably received within an upstanding tube attached to
the bracket.
10. A railway car according to claim 8, wherein a spring member is
provided around the lower end of the shaft to bias the roller
member from the bracket.
11. A railway car according to claim 7, wherein the upper end of
the shaft is rotatably mounted to a plate attached to the center
beam structure.
12. A center beam railway car capable of transporting lading in
commercial rail service, the railway car having a support surface
for supporting the lading, a pair of bulkheads proximate opposite
ends of the support surface, and a longitudinally extending center
beam structure extending between the bulkheads having outwardly
facing lateral surfaces, and at least one friction reducing member
positioned between the lading and the center beam structure
effective to reduce chafing contact between the lateral surfaces
and the lading due to both vertical and horizontal relative
movement between the lading and the center beam structure.
13. A center beam railway car according to claim 12, wherein the
friction reducing member comprises a roller member rotatable about
a shaft to accommodate horizontal relative movement between the
lading and the center beam structure.
14. A center beam railway car according to claim 12, wherein the
friction reducing member comprises a roller member vertically
translatable relative to the center beam structure to accommodate
vertical relative movement between the lading and the center beam
structure.
15. A method of reducing chafing of lading on a center beam railway
car, the center beam railway car having a longitudinally extending
center beam with a plurality of vertical posts and a top chord
connecting the vertical posts, the method comprising: mounting at
least one roller relative to the center beam; and resting lading
against the roller such that at least a portion of the lading
contacts the roller, the roller being effective to reduce chafing
between the vertical posts and the lading.
16. A method of reducing chafing according to claim 15, including
orienting a longitudinal axis of the roller substantially parallel
to the vertical posts.
17. A method of reducing chafing according to claim 15, including
adapting the roller for rotational movement relative to the
vertical posts to accommodate longitudinal shifting of the
lading.
18. A method of reducing chafing according to claim 15, including
adapting the roller to translate vertically with respect to the
center beam to accommodate vertical shifting of the lading.
19. A method of reducing chafing according to claim 18, including
biasing the roller with a spring member to allow the roller to
translate along its longitudinal axis to accommodate vertical
shifting of the lading.
20. A method of reducing chafing according to claim 15, including
mounting the roller proximate the top of the vertical post and
below the top chord.
21. A center beam railway car for transporting lading, the railway
car having a generally planar support surface, a pair of bulkheads
proximate opposite ends of the support surface, and a
longitudinally extending center beam structure extending between
the bulkheads having outwardly facing lateral surfaces against
which the lading rests, means for reducing chafing between the
lateral surfaces of the center beam structure and the lading.
Description
FIELD OF THE INVENTION
[0001] The invention relates generally to a center beam railway
car, and particularly to a center beam railway car adapted for
reducing chafing of lading.
BACKGROUND OF THE INVENTION
[0002] Center beam railway cars typically comprise a floor surface
supported by a pair of trucks, a bulkhead disposed proximate each
end of the car, and a longitudinally extending vertical center beam
structure. Lading is usually placed on the floor surface along both
sides of the center beam structure. If the lading is in bundles,
multiple bundles are typically stacked up to the height of the
center beam structure. The lading is usually stacked against the
center beam structure to provide lateral support therefor. An
example of a center beam railway car is disclosed in U.S. patent
application Ser. No. 09/635,978, filed Aug. 9, 2000.
[0003] To help secure the lading relative to the railway car,
straps or cables may extend over the lading. The straps or cables
exert most of their forces on the uppermost bundles of lading,
urging the uppermost bundles both downward and inward against the
center beam structure.
[0004] In the transportation of lading on center beam railway cars,
chafing can occur between the bundles of lading and the railway
car. In particular, it has been found that the top 12" to 18" of
the uppermost bundles are subject to considerable chafing. Chafing
may result in undesirable damage to the lading. For example, if the
lading comprises bundles of lumber wrapped in plastic sheeting, the
innermost piece or pieces of lumber on the uppermost bundle may rub
against the center beam structure and become damaged. Furthermore,
the plastic sheeting may tear due to the chafing or rubbing,
allowing moisture into the wrapped bundle of lumber. The lumber may
become marred with mildew or mold if moisture enters the bundle
through a torn plastic wrapping. Damage to the lading caused by
chafing contact with the center beam structure may be even more
substantial on trips of greater length.
[0005] Chafing between the lading and the center beam structure may
not only damage the lading, but also the center structure. The
center beam structure, like the majority of the railway car, is
usually painted to help protect the railway car from rusting. When
the bundles of lading rub against the painted center beam
structure, the paint may rub off or become worn away, exposing the
steel underneath to rusting. Furthermore, a rusty center beam
structure may cause undesirable rust staining of any exposed lumber
rubbing thereagainst.
[0006] The chafing may be largely due to movement of the lading
relative to the center beam structure of the railway car. This
movement may be both vertical and horizontal. The relative movement
may be due to either or both shifting of the lading and flexure of
the center beam structure. The movement of the center beam
structure relative to the remainder of the car can be particularly
acute near the top of the structure, and near the longitudinal
midpoint of the structure.
[0007] Numerous attempts have been made to reduce chafing between
the lading and the center beam structure of a center beam railway
car. For example, center beam cars having lowered center beam
structures have been made to attempt to reduce chafing of the
lading. The uppermost bundles of lading can be stacked above the
shortened center beam structure and against each other to eliminate
contact of the uppermost bundles with the structure. However, it
has been found that chafing may still result from contact between
adjacent, uppermost bundles of lading during transportation.
[0008] It has also been suggested that chafing may be reduced by
reinforcing center beam structures to reduce movement of the
structure relative to the remainder of the railway car during
transportation. While reinforced center beam structures may reduce
movement of the structure, they add significantly to the weight of
the railcars and may reduce the total weight of lading that can be
transported. Furthermore, unless all relative movement between the
lading and the center structure is eliminated, chafing may still
occur.
[0009] Other suggestions have included placing stationary or
movable plastic pads between the lading and the center beam
structure. One test was performed by attaching plastic pads formed
of ultrahigh molecular weight (UHMW) polypropylene along a center
beam structure of a center beam railway car. Lading was then placed
along the center structure and the car was subjected to 10,000
cycles of 2500 pounds of force to simulate loads that may be
experienced by the lading during a typical trip. Not withstanding
the pads, the uppermost bundles were still severely damaged by
chafing against the center structure.
[0010] Accordingly, there remains a need for reducing the chafing
and resulting damage of lading transported by center beam railway
cars.
SUMMARY OF THE INVENTION
[0011] In accordance with the invention, a center beam railway car
is provided that is adapted to reduce chafing between lading and a
center beam structure. The railway car may include apparatus to
significantly reduce or eliminate chafing of the lading due to both
vertical and horizontal relative movement between the lading and
the center beam structure.
[0012] In an embodiment of the invention, chafing between the
center beam structure and the lading may be reduced by providing
roller members between the center structure and the lading. The
roller members may be adapted to reduce or eliminate friction
between the lading and the center structure.
[0013] In an embodiment of the invention, the rollers may be
mounted to the center beam structure such that friction is reduced
due to both horizontal and vertical relative movement between the
lading and the center structure. The roller may comprise a roller
member rotatably mounted around a shaft. The roller member may
comprise a hollow cylinder having an outer surface for contacting
the lading and an inner bore for receiving the shaft. Preferably
the shaft has a diameter smaller than the inner bore of the roller
member to provide sufficient clearance therebetween to allow the
roller to freely rotate relative to the shaft. One or more bearings
or bushings may be disposed between the shaft and the roller member
to reduce friction therebetween. The bushing may comprise a
non-metallic polymer sleeve for reducing maintenance. Opposing ends
of the shaft may be fixed relative to the center beam
structure.
[0014] The center beam structure may comprise a plurality of
upstanding vertical post members having a top chord connecting
their upper ends. Diagonal brace members may be arranged between
adjacent or other select post members to further strengthen the
structure.
[0015] The shafts of the rollers may be mounted between the
vertical post members with brackets. The use of brackets may be
desirable because minimal modifications to the center beam
structure may be required, simplifying the retrofitting of existing
center beam railway cars with the rollers of the invention.
Horizontal lower brackets may be provided between adjacent post
members for supporting the lower ends of the shafts. A hollow tube
may extend upwardly from the lower bracket for receiving the lower
end of the shaft to secure the shaft relative to the lower bracket.
A horizontal upper bracket may be welded between downwardly
extending legs of the top cord for supporting the upper end of the
shaft. The upper bracket may include a hole for insertion of the
upper end of the shaft.
[0016] In an embodiment of the invention, the roller member may
have a recess at either its upper end, lower end, or both ends for
receiving a spring. When the roller is mounted between the upper
and lower brackets, each spring biases the roller member either
downwardly or upwardly relative to the shaft, allowing the roller
member to translate vertically to accommodate vertical movement of
the lading relative to the center beam structure. In addition, the
spring may assist in maintaining the roller securely mounted
between the upper and lower brackets. For example, to insert the
roller the upper end of the shaft may be pushed upward into the
aperture formed in the upper bracket until the lower end of the
shaft is able to clear the tube on the lower bracket for insertion
therein. The spring will then bias the roller member into a
preferred orientation relative to the lower bracket.
BRIEF DESCRIPTION OF THE DRAWINGS
[0017] FIG. 1 is a side elevation view illustrating a center beam
railway car in accordance with an embodiment of the invention;
[0018] FIG. 2 is a detail side elevation view of portions A and B
of the center beam structure of the railway car of FIG. 1;
[0019] FIG. 3 is a sectional view of the center beam structure
taken along line 3-3 of FIG. 2;
[0020] FIG. 4 is a sectional view of the center beam structure
taken along line 4-4 of FIG. 2;
[0021] FIG. 5 is a sectional view of the center beam structure
taken along line 5-5 of FIG. 4;
[0022] FIG. 6 is a side elevation view illustrating a roller of
FIG. 2;
[0023] FIG. 7 is a sectional view of a roller of FIG. 6 taken along
line 7-7; and
[0024] FIG. 8 is a sectional view of a pair of rollers mounted to a
Z-shaped post.
DETAILED DESCRIPTION OF THE DRAWINGS
[0025] The invention is preferably embodied in a center beam
railway car 1 adapted for reducing chafing between lading 8 and a
center beam structure 10. Preferred embodiments of the invention,
wherein a roller 50 is positioned between at least some of the
lading 8 and the center beam structure 10 to accommodate both
horizontal and vertical relative movement therebetween, are
discussed below.
[0026] FIGS. 1-7 illustrate a center beam railway car 1 adapted for
reducing chafing in accordance with embodiments of the invention.
The railway car 1 is provided with a plurality of rollers 50
between the center beam structure 10 and the lading 8 to reduce
friction therebetween. At least some of the lading 8 transported on
the railway car 1 has surfaces resting against generally vertically
oriented rollers 50 instead of directly contacting the center beam
structure 10. The rollers 50 are freely rotatable about their
vertical axes to reduce chafing during horizontal relative movement
between the lading 8 and the center beam structure 10. The rollers
50 are also adapted to generally vertically translate along their
respective axes to reduce chafing during vertical relative movement
between the lading 8 and the center beam structure 10.
[0027] The railway car 1 comprises a support surface for the lading
8 disposed on top of trucks 12 located at each end thereof. In the
illustrated embodiment, the support surface includes an upper deck
17 proximate each end of the railway car 1. A lower deck 18 is
disposed between the upper decks 17 to provide additional height
capacity for carrying lading. End bolsters 14 are disposed
proximate each end of the railway car 1 to provide support for and
to retain the lading 8. A longitudinally extending center beam
structure 10 is located along the center of the railway car 1 and
between the end bolsters 14 to provide strength to the car 1.
[0028] The center beam structure 10 according to the illustrated
embodiment of the invention comprises a plurality of upstanding
vertical posts 30 extending upwardly along the longitudinal center
of the railway car 1. Top portions of the vertical posts 30 are
interconnected with a longitudinally extending top chord 20 to
provide stiffness to the center beam structure 10 and thus the
railway car 1. Diagonal brace members 40 extend between the
vertical posts 30 to provide additional stiffness to the center
beam structure 10.
[0029] In the illustrated embodiment, rollers 50 are mounted
between some of the adjacent vertical posts 30. The rollers 50 are
preferably longitudinally positioned along the center structure 10
so that each bundle of lading 8 contacts at least two rollers 50,
regardless of the length of the bundles 8. For example, the rollers
50 may be positioned so that at least two contact each bundle 8
when the bundles are either 8', 10', 12', 14', or 16' in length.
Arrangements of rollers 50 other than that illustrated in FIG. 1
may also be used. For example, one roller 50 may be positioned
adjacent each vertical post 30, one roller 50 may be positioned
adjacent each side of each vertical post 50, etc.
[0030] The rollers 50 projects outwardly from a side of the center
beam structure 10, as illustrated in FIGS. 3-5, so that lading 8
resting thereagainst mainly contacts the rollers 50. The rollers
may entirely prevent the lading from contacting the vertical posts
30 and top chord 20, or may permit some contact, but reduce the
contact and reduce friction therebetween to acceptable levels. The
rollers 50 preferably are mounted near the top of the center beam
structure 10 but below the top chord 20 such that at least the
inner, top region of a bundle of lading 8 contacts the rollers 50
and has limited contact or no contact with the vertical posts 30 or
other components of the center beam structure 10. However, rollers
may also be positioned at least partially in cutouts formed in the
top chord 20.
[0031] The rollers 50 each preferably comprise a hollow,
cylindrical roller member 60 rotatably mounted around a shaft 70,
as illustrated in FIG. 6. The roller member 60 has an outer surface
for contacting the lading 8 and an inner bore 64 sized to permit
clearance between the shaft 70 received therein. At the lower end
of the roller member 60 a cylindrical recess or depression 66 is
formed to receive a spring 72, as will be further described
hereinbelow.
[0032] In a preferred embodiment of the invention, the roller
member 60 is made of an ultrahigh molecular weight (UHMW) polymer,
such as polypropylene. Other suitable polymers, steels, or other
materials may also be used to form the roller member 60. The roller
member 60 is preferably sized so that at least a portion of the
uppermost bundle of lading 8 is in contact therewith, regardless of
whether the lading 8 is part of a stack beginning on the upper or
lower deck 17 or 18. In a preferred embodiment of the invention,
the roller member 60 is between 12" and 24" in length, e.g.,
approximately 18" in length, and the outer diameter is between 3"
and 4", e.g., approximately 3.5". The shaft 70 is preferably made
of steel or other suitable materials. The shaft 70 in a preferred
embodiment is 2" to 4" longer than the roller members, e.g., about
22" in length, and has a diameter of about 1". Shorter or longer
rollers 50 may also be used, such as to extend between diagonal
braces 40 and the top chord 20. The spring 72 is preferably made of
steel and has a free length of approximately 3.5". The recess 66
has a depth of about 1" and a diameter sized to accommodate the
diameter of the spring 72.
[0033] According to a preferred embodiment of the invention, the
rollers 50 are mounted between upper and lower brackets 90 and 80,
as illustrated in FIG. 5. Other bracket or mounted arrangements may
also be used to position the rollers 50. In the embodiment
illustrated in FIG. 1, pairs of rollers 50 are placed between
select vertical posts 30 such that the outer surfaces of the roller
members 60 project beyond the lateral surfaces of the vertical
posts 30. In a preferred embodiment, the outer surfaces of the
roller members 60 protrude about 0.50" beyond the lateral surfaces
of the vertical posts 30.
[0034] In an embodiment of the invention, the upper brackets 90
comprise horizontal plates attached to the vertical posts 30 and
the top chord 20. The upper brackets 90 have apertures 92 formed
therein for receiving the upper ends of the shafts 70, as
illustrated in FIGS. 4 and 5. The bottom brackets 80 preferably
comprise either a one-piece bracket member 82 comprising a channel
member, or a pair of L-shaped bracket members 83, i.e., angle
members, that extend between adjacent posts 30, as illustrated in
FIGS. 2 and 3. The one-piece and L-shaped brackets 82 and 83 both
have planar, horizontal surfaces 89 having flanges 84 depending
downward from the longitudinal edges thereof to provide strength to
the brackets 82 or 83. The lower brackets 80 have upstanding,
cylindrical tubes 87 attached to their planar surfaces 89 for
receiving the bottoms of the shafts 70, as illustrated in FIGS. 2
and 4. In an embodiment of the invention, the tubes 87 extend
between 1" and 1.5", preferably about 1.25", above the planar lower
bracket surfaces 89 and have diameters selected to rotatably
receive the lower ends of the shafts 70.
[0035] The one-piece bracket member 82 is used to extend between
adjacent vertical posts 30 without diagonal brace members 40 near
the upper ends thereof, as illustrated in FIGS. 2 and 3. The
L-shaped bracket members 83 extend between adjacent vertical posts
30 having diagonal brace members 40 near the upper ends thereof and
have a cut-out region 86 to accommodate the diagonal brace members
40. By making the lower bracket members 80 proximate the diagonal
brace members 40 from two pieces, the cutouts 86 may be easier to
manufacture, and assembly may be simplified, compared to making a
cutout through a one-piece bracket member and inserting the brace
member 40 therethrough. However, a one-piece member with a cutout
may function equally well, although using a two-piece lower bracket
member can simplify retrofitting of existing railway cars having
diagonal brace members.
[0036] In an embodiment of the invention, the vertical posts 30
have an I-shaped cross-section, as illustrated in FIG. 5,
comprising two flanges 32 connected by a web 34. The top chord 20
may have an inverted U-shape cross-section, as illustrated in FIG.
4, comprising a pair of flanges 22 depending from a central member
24. According to this embodiment of the invention, each upper
bracket member 90 may be recessed between the flanges 32 of the
vertical post 30 and attached, such as by welding, to opposing top
cord flanges 22. The lower bracket mounting plates 81 may be
recessed between opposing flanges 32 of the vertical post 30 and
attached therebetween, such as by welding. The flanges 84 of the
lower bracket 80 may be partially removed to accommodate engagement
with the bottom mounting plates 81, as illustrated in FIGS. 2 and
3.
[0037] In the embodiment illustrated in FIGS. 2-5, the upper
brackets 90 are preferably sized to fit between the flanges 22 of
the top cord, and may be approximately 4.75" in width. The length
of the upper brackets 90 is selected to at least provide for
sufficient material around the apertures 92, and may be, for
example, about 9.375". The upper brackets 90 are positioned so that
the tops of the rollers 50 are below the top cord to reduce
interference therebetween, and may be disposed about 17.375" below
the top of the top chord 20.
[0038] The lower brackets 80 are sized to extend between adjacent
posts 30, and may be about 47.25" in length. The lower brackets 80
are positioned a distance below the upper bracket 90 selected to
permit the roller shaft 70 to be disposed therebetween. The
relative positioning of the upper and lower brackets 90 and 80 may
also be selected to allow for the installation of the roller 50
after the brackets 90 and 80 have been mounted to the railway car
1. For example, if the roller shaft 70 is 22" long, then the lower
bracket 80 may be positioned about 38.75" below the top of the top
chord 20.
[0039] When the upper end of the shaft 70 is mounted in the upper
bracket aperture 92 and the lower end of the shaft 70 is mounted in
the tube 87 of the lower bracket 80, the longitudinal axis of the
shaft 70 is preferably positioned close to the vertical posts 30 to
minimize torsion of the post 30 when lading 8 is resting against a
roller member 60 disposed on the shaft 70. The positioning of the
shaft 72 relative to the post 30 can be limited by the diameter of
the roller member 60, and may be about 7" from the center of the
vertical post 30 for a roller member 60 having a diameter of about
3.5".
[0040] The rollers 50 may also be used with other types of vertical
posts, such as S-shaped or Z-shaped posts 94, as illustrated in
FIG. 8. The rollers 50 may be mounted between mounting plates 96
having apertures 98 for receiving the roller shafts 70. The rollers
50 may be positioned so as to partially protrude through cutouts in
the posts 94 and contact lading 8.
[0041] In the embodiment of the invention illustrated in FIGS. 1-5,
the upper and lower decks 17 and 18 on each side of the center beam
structure 10 are canted inwardly toward the structure 10. The
vertical posts 30 are tapered, narrowing in width from their
bottoms to their tops as illustrated in FIG. 4, such that the upper
and lower decks 17 and 18 are substantially normal to the flanges
32 thereof. Such an inclination may cause the lading 8 to tilt
inwardly toward the center beam structure 10 and the uppermost
bundles of lading 8 can rest against the rollers 50. Although the
canted decks 17 and 18 and tapered vertical posts 30 are
illustrated in the figures, the invention is not limited to such a
configuration. For example, a railway car having upper and lower
decks oriented in a generally horizontal plane with vertical posts
having generally parallel, vertically oriented flanges may suitably
be adapted for reducing chafing.
[0042] The lading 8 may comprise bundles of lumber, particle board,
or other wood products wrapped in plastic sheeting to provide
protection from the elements and dirt. The lading 8 is not limited
to bundles of lumber or even lumber; other types of lading 8 are
also contemplated by the present invention.
[0043] The bundles may be stacked in various orientations on the
support surface of the center beam railway car 1 according to the
size and type of bundles. For example, multiple bundles may be
stacked on the decks 17 and 18 of the railway car 1 up to or beyond
the height of the top chord 20 of the center beam structure 10.
[0044] From the foregoing, it will be appreciated that the
invention provides a center beam railway car adapted for reducing
chafing between lading and a center beam structure by providing a
roller positioned between the lading and the center beam structure.
The invention is not limited to the embodiments described
hereinabove or to any particular embodiments. Various modifications
to the aforementioned embodiments may result in substantially the
same invention.
[0045] The invention is defined more particularly by the following
claims:
* * * * *