U.S. patent application number 10/135859 was filed with the patent office on 2003-10-30 for auto rack rail car with end closure.
This patent application is currently assigned to National Steel Car Limited. Invention is credited to Coslovi, Ilario, Forbes, James W..
Application Number | 20030200895 10/135859 |
Document ID | / |
Family ID | 30771620 |
Filed Date | 2003-10-30 |
United States Patent
Application |
20030200895 |
Kind Code |
A1 |
Forbes, James W. ; et
al. |
October 30, 2003 |
AUTO RACK RAIL CAR WITH END CLOSURE
Abstract
An auto rack rail road car has a main deck and upper deck. It is
provided with a door for controlling access thereto. The door is a
radial arm door, and has a ladder mounted thereon by which
personnel can ascend the second deck when the door is open. A
second ladder is mounted to the first deck so that when the door is
open the second ladder is positioned to cooperate with the first
ladder. The arcuate path of the door is free from overhanging
obstructions. The door also has internal and external weld-free
stiffeners member for enhancing the rigidity thereof. A roller
mounted to the door permits the door to be moved between open and
closed positions. The door may further include a lock. A guide
member protruding from the door co-operates with a groove in the
main deck which slidingly guides the door as it moves between open
and closed positions to control access to the car.
Inventors: |
Forbes, James W.; (Ontario,
CA) ; Coslovi, Ilario; (Burlington, CA) |
Correspondence
Address: |
HAHN LOESER & PARKS, LLP
TWIN OAKS ESTATE
1225 W. MARKET STREET
AKRON
OH
44313
US
|
Assignee: |
National Steel Car Limited
|
Family ID: |
30771620 |
Appl. No.: |
10/135859 |
Filed: |
April 30, 2002 |
Current U.S.
Class: |
105/355 |
Current CPC
Class: |
B61D 3/18 20130101; B61D
19/004 20130101; B61D 17/06 20130101 |
Class at
Publication: |
105/355 |
International
Class: |
B61D 003/00 |
Claims
What is claimed is:
1. A radial arm door for an auto rack rail road car, said radial
arm door having a ladder mounted thereto.
2. An autorack rail road car comprising: a rail car body having a
first end, a second end, and at least a first deck for carrying
automobiles, said first deck extending between said first and
second ends; said body having a non-folding door operable to
control access to said rail road car; and said door having a deck
access apparatus mounted thereto by which personnel can ascend said
second deck when said door is in an open position.
3. The auto rack rail car of claim 2 wherein said door has an
external surface facing away from said decks, and said deck access
apparatus includes footholds mounted to an external surface of said
door.
4. The auto rack rail car of claim 2 wherein said door has an
external surface facing away from said decks, and said deck access
apparatus includes ladder rungs mounted to said external surface of
said door.
5. The auto rack rail car of claim 2 wherein said deck access
apparatus is a ladder.
6. The autorack rail road car of claim 2 wherein said door is a
radial arm door.
7. The autorack rail road car of claim 2 wherein said car has a
pair of said doors, said doors being movable to a mating, closed
position, and at least one of said doors having a seal mounted
thereto, said seal being engaged between said doors when said doors
are in said closed position.
8. The autorack rail road car of claim 7 wherein said seal is an
`O`-seal, and when said doors are closed said seal is
compressed.
9. The autorack rail road car of claim 2 wherein said door follows
an arcuate track between open and closed positions.
10. The autorack rail road car of claim 9 wherein said door is
supported on a first roller and a second roller, said first and
second rollers are constrained to follow concentric paths, and said
first roller has a first path radius, said second roller has a
second path radius, and said first path radius is different from
said second path radius.
11. The autorack rail road car of claim 10 wherein said first and
second rollers each support a portion of the weight of said door
during motion of said door between said open and closed
positions.
12. The autorack rail road car of claim 2 wherein: said rail road
car has a pair of laterally spaced first and second longitudinally
extending walls bounding said first and second decks, and a roof
extending transversely between said walls to overspan said decks;
said walls each having a top chord distant from said first deck;
said roof extending to a greater height than said top chord; said
door follows an arcuate path relative to said first deck; said door
extending to a height greater than said top chord; and said path of
said door being free of overhanging structure.
13. The autorack rail road car of claim 2 wherein: said door has a
main sheet and an array of horizontal and vertical stiffeners; said
main sheet has a first side and a second side; said horizontal
stiffeners are mounted to said first side of said main sheet, and
said vertical stiffeners are mounted to said second side of said
main sheet.
14. The autorack rail road car of claim 13 wherein at least one of
said stiffeners is mounted to said main sheet with mechanical
fasteners.
15. The autorack rail road car of claim 13 wherein at least one of
the vertical stiffeners is connected to at least one of the
horizontal stiffeners by a mechanical fastening through the main
sheet.
16. The autorack rail road car of claim 2 wherein: said rail road
car has a longitudinal centerline lying in a central vertical
plane; said door is supported on at least first and second rollers;
said first roller bears at least as great a portion of said door as
any other roller supporting said door; said door is mounted to move
angularly through an arc centered about an axis of rotation, said
axis of rotation being offset laterally from said central vertical
plane; said door being movable to a closed position, and, in said
closed position said first roller being positioned closer to said
central vertical plane than said axis of rotation.
17. The autorack railroad car of claim 16 wherein said first roller
has an axis of rotation and said axis of rotation of said first
roller intersects said axis of rotation of said door.
18. The autorack rail road car of claim 16 wherein said door is a
radial arm door having an arcuate portion and a tangential portion,
and said first roller is mounted to said tangential portion of said
door.
19. The autorack rail road car of claim 2 wherein said first deck
has a guideway and said door has a guide follower mounted to engage
said guideway.
20. The autorack rail road car of claim 19 wherein said guideway is
slot formed in said first deck, and said guide follower is a member
extending downwardly from said door into said slot.
21. The autorack rail road car of claim 20 wherein said deck is
greater than 3/4 inches in thickness.
22. The auto rack rail car of claim 2, wherein: said deck access
apparatus is a first ladder mounted to said door; a second ladder
is mounted to said first deck; and when said door is in said open
position said first ladder is positioned to co-operate with said
second ladder.
23. The auto rack rail car of claim 2, wherein: said door is a
radial arm door having, when closed, an outboard arcuate portion
and an inboard tangential portion; said deck access apparatus is a
first ladder mounted to said door; and said ladder is mounted to
said tangential portion.
24. An autorack rail road car having: a first deck upon which to
carry wheeled vehicles, and a housing structure extending upwardly
of said deck to define a space in which to shelter wheeled
vehicles; said housing structure having a top chord distant from
said deck, and a roof overspanning said first deck, said roof
rising to a greater height than said top chord; at least a first
pair of radial arm doors operable to control access to said
autorack rail road car; at least a first of said radial arm doors
being movable through an arcuate path relative to said first deck,
said first of said radial arm doors extending to a height greater
than said top chord; and said path of said first door being free of
overhanging obstructions.
Description
FIELD OF THE INVENTION
[0001] This invention relates to the field of auto rack rail road
cars for carrying motor vehicles, and more particularly to doors
for auto rack rail road cars.
BACKGROUND OF THE INVENTION
[0002] Auto rack rail road cars are used to transport automobiles.
They may be used to transport finished automobiles from a factory
to a distribution center. A long standing concern has been the
frequency of damage claims arising from vandalism and theft of the
rail car cargo. Unauthorized access to the rail cars may be
achieved by prying open the rail car access doors. The access doors
of rail cars described in the prior art typically have slots or
other openings to accommodate bridge plates, support structures or
other obstructions. These openings may weaken the structural
integrity of the door, making the door less secure. The slots or
openings may also provide an opening in which to insert a pry bar
to force the door open. An example of a rail car having a door with
slots is described in U.S. Pat. No. 4,944,234 issued to Hesch on
Jul. 31, 1990, and entitled Rail Car End Assembly (the "Hesch
Patent"). The Hesch Patent shows a rail car door with a number of
slots to accommodate bridge plates. In addition to possibly
weakening the door, these slots might be used to insert a pry or
other object to gain unauthorized access to the rail car. The slots
may also permit contaminants such as dirt and other foreign matter
to enter the rail car, potentially damaging the rail car
lading.
[0003] Auto-rack rail road cars have ladders to permit rail yard
personnel to ascend to or descend from the upper decks of the rail
car. Typically, the ladders are located near to the doors. These
ladders are preferably secured to the rail car body structure
generally and are subject to vibration during operation of the rail
car. The lower end of the ladder is typically secured to the first
deck of the rail car, and the upper end of the ladder is typically
secured to a support or brace member at the other end. The support,
or brace, may be anchored to the top chord of one of the wall
assemblies. In cars in which the door extends past the height of
the top chord to obstruct access to the gable end, the positioning
of the brace may tend to present design challenges. Due to mutual
proximity, care is taken to avoid having the brace member interfere
with the opening and closing of the door. As a result, the door may
be configured to accommodate the ladder bracing. In U.S. Pat. No.
4,936,227, issued to Baker et al., on Jun. 26, 1990, and entitled
End Door for Rail Car, interference with a brace member for the
ladder is avoided by forming a notch in the outer edge of the door
so that the door avoids collision with the brace. However this
notch may tend to weaken the door and may also tend to permit dirt
and other unwanted substances to enter the interior of the rail
car. The notch may also provide an access point for vandals or
thieves to pry the door away from the rail car.
[0004] U.S. Pat. No. 4,924,780, issued to Hart on May 15, 1990, and
entitled Sliding End Panels for a Rail Car, shows a multi-panel
door with a ladder attached to a panel of the door. The door
employs a number of hinged panels, with each panel substantially
supported and guided by a wheel on a narrow track. It has been
observed that multi-panel, hinged doors may tend to require more
maintenance, and more care in operation generally, than rigid panel
radial arm doors. Further, each hinge, or opening, or crack may
tend to provide a location at which vandals or thieves may seek
access to the cars, or a point at which parts can be
misaligned.
[0005] Single panel, or rigid assembly, doors may tend to be
simpler to build and operate than multi-panel doors. An example of
a rigid door is the radial arm door. Radial arm doors typically
have a cross-section with an arcuate portion and a straight or
linear portion tangent to the arcuate portion. The door may
typically be supported by a pair of roller assemblies located along
the lower edge of the arcuate portion and are constrained by the
radial arm to follow a track of constant radius defining part of an
arc of a circle. Since both rollers typically lie on the arc, the
tangent portion of the door may tend to be cantilevered relative to
the nearest roller. As a result, the roller assembly closest to the
tangent portion may tend to support not only its share of the
arcuate portion, but also most, or all of the weight of the tangent
portion. This uneven weight distribution may cause the roller
assembly nearest the tangent portion to wear prematurely. For
example, in U.S. Pat. No. 3,795,563 of Blunden issued Dec. 7, 1976,
two roller assemblies directly support the arcuate portion of the
door. The tangent portion, may therefore tend primarily to be
supported by the roller closest to the meeting point of the tangent
and arcuate portions. It would be advantageous to distribute the
loading more evenly between the rollers.
[0006] In typical radial arm door installations, for example as
shown by Blunden, the rollers are guided by an arcuate track having
a flange. The track is mounted to the top surface of a first deck
of the rail car. A roller housing connects the roller to the door.
The housing has a J- or L-shaped extension in the nature of a
finger, or hook, that overlaps the flange to tend to prevent the
door from becoming separated radially from the track. Difficulties
may arise if forces transverse to the track are applied to the
door. For example, in the normal course of operation, the track may
sag after years of operation under the weight of the door. If the
track sags, the rollers may tend to work their way off the track
surface. Alternatively, ice or some other obstruction may form or
become lodged between the track and the roller. In either case, the
door may be forced out of alignment with the track. If the
extension becomes deformed then the door may not open and close
properly. Similarly, if the track itself is not adequately
supported then the track and door may begin to sag with extended
use, causing similar difficulties. Even without obstructions or
misuse of the door, the extension and track may wear out sooner
than may be desirable if the track is constructed using relatively
thin pieces of steel or other metal.
[0007] The roller and track arrangement described above may also
leave a gap between the bottom edge of the door and the track. As
noted above, such gaps may provide an access point for vandals, and
may permit foreign matter such as dirt to gain access to the
interior of the rail car. The presence of dirt and debris in
particular may inhibit the roller from rotating if the dirt becomes
lodged between the roller and its axis, or may hasten wear.
[0008] Potentially damaging dirt and debris may also enter the rail
car via gaps formed along the attachment interface between the rail
car roof and the top chord of the wall assemblies. This may tend to
occur when a corrugated roof structure is used. While the peaks of
the corrugation may abut the top chord along a longitudinal edge
thereof, the valleys of the corrugation form passages for dirt and
other debris to pass from the exterior to the interior of the rail
car. This may occur even if the peaks abut an attachment plate or
bracket of the top chord with the peaks abutting a generally flat
surface of the plate or bracket instead of the edge of the top
chord.
[0009] Typically, autorack rail car doors, and in particular,
radial arm doors, can be characterized as being thin shell
structures. That is, the door has a developed span in the order of
5 ft to 9 ft wide, depending on the arc, a height on the order of
16 or 17 ft, and a skin thickness of perhaps {fraction (3/16)}".
Although the door obtains some stiffness from its arcuate shape,
the large door area may be relatively vulnerable to damage, and may
be prone to relatively large deflections. It is desirable for the
shell to be stiff. Given the area of coverage of the door, even a
relatively thin shell of steel sheet may have a considerable
weight, particularly when fitted out with locks, rollers and other
door hardware. Thus it is undesirable to increase the general
thickness of the door to obtain greater stiffness, since there is
an inherent weight penalty.
[0010] In the past, attempts have been made to stiffen the door by
providing welded angle irons, pipe, tubes and so on. However, it
has been observed that welded reinforcements in doors may tend to
be initiation sites for fatigue cracks, and even when repaired, may
tend to crack again. It would be advantageous to provide
reinforcements to give stiffness to the door, without necessarily
relying on welds that might be prone to crack formation.
[0011] Another feature of autorack doors relates to the portion of
the door lying above the level of the wall top chord to enclose the
gable end of the car. In earlier types of autorack railroad car,
such as that shown in U.S. Pat. No. 3,995,563 noted above, the
radial arm door did not extend above the level of the top chord.
However, this did not necessarily prevent determined thieves or
vandals from climbing over the top of the door to obtain access to
vehicles carried on the highest deck. Consequently, there have been
several attempts to enclose the gable end. A disadvantage in many
of these cases is the need to notch the door to accommodate the
ladder support structure as noted above. Further, since the door
tended not to be restrained at the roof line, the gable end portion
of the door tended to be relatively weak. Thieves, or vandals,
might be able to bend the upper portion of the door outward, and
thereby gain access to the upper deck. It would be advantageous to
discourage this activity be restraining a significant portion of
the door to follow the arc of the roof line, and to lock the door
to the roof when the door is in the closed position.
SUMMARY OF THE INVENTION
[0012] In an aspect of the present invention there is an autorack
rail road car that has a set of radial arm doors. At least one of
the radial arm doors has a deck access ladder mounted to it.
Furthermore, in another aspect of the invention the radial arm
doors follow an arcuate track relative to the main deck. The space
above the main deck, to a height greater than the height of the top
chords, is clear of overhanging structural obstructions such as
ladder braces.
[0013] In another aspect of the invention there is an autorack rail
road car comprising having a rail car body. The rail car body has a
first end, a second end, and at least a first deck for carrying
automobiles. The first deck extends between the first and second
ends. The body has a non-folding door operable to control access to
the rail road car. The door has a deck access apparatus mounted
thereto by which personnel can ascend the second deck when the door
is in an open position.
[0014] In another feature of that aspect of the invention, the door
has an external surface facing away from the decks, and the deck
access apparatus includes footholds mounted to an external surface
of the door. In a further feature, the door has an external surface
facing away from the decks, and the deck access apparatus includes
ladder rungs mounted to the external surface of the door. In a
nother feature the deck access apparatus is a ladder. In still
another feature, the door is a radial arm door.
[0015] In yet another vfeature of that aspect if the invention, the
rail road car has a pair of doors. The doors are movable to a
mating, closed position. At least one of the doors has a seal
mounted thereto. The seal is engaged between the doors when the
doors are in the closed position. In a further feature, the seal is
an `O`-seal, and when the doors are closed the seal is
compressed.
[0016] In still another further feature, the door follows an
arcuate track between open and closed positions. In a further
feature, the door is supported on a first roller and a second
roller. The first and second rollers are constrained to follow
concentric paths. The first roller has a first path radius, the
second roller has a second path radius. The first path radius is
different from the second path radius. In another further feature,
the first and second rollers each support a portion of the weight
of the door during motion of the door between the open and closed
positions.
[0017] In another feature of that aspect of the invention, the rail
road car has a pair of laterally spaced first and second
longitudinally extending walls bounding the first and second decks,
and a roof extending transversely between the walls to overspan the
decks; the walls each having a top chord distant from the first
deck; the roof extending to a greater height than the top chord.
The door follows an arcuate path relative to the first deck. The
door extends to a height greater than the height of the top chord.
The path of the door is free of overhanging structure.
[0018] In another further feature, the door has a main sheet and an
array of horizontal and vertical stiffeners. The main sheet has a
first side and a second side. The horizontal stiffeners are mounted
to the first side of the main sheet, and the vertical stiffeners
are mounted to the second side of the main sheet. In a further
feature, at least one of the stiffeners is mounted to the main
sheet with mechanical fasteners. In a still further feature, at
least one of the vertical stiffeners is connected to at least one
of the horizontal stiffeners by a mechanical fastening through the
main sheet.
[0019] In yet another feature, the rail road car has a longitudinal
centerline lying in a central vertical plane. The door is supported
on at least first and second rollers. The first roller bears at
least as great a portion of the door as any other roller supporting
the door. The door is mounted to move angularly through an arc
centered about an axis of rotation, the axis of rotation being
offset laterally from the central vertical plane. The door is
movable to a closed position, and, in the closed position the first
roller is positioned closer to the central vertical plane than the
axis of rotation. In a further feature, the first roller has an
axis of rotation and the axis of rotation of the first roller
intersects the axis of rotation of the door. In still yet another
feature, the door is a radial arm door having an arcuate portion
and a tangential portion, and the first roller is mounted to the
tangential portion of the door.
[0020] In another feature of that aspect of the invention, the
first deck has a guideway and the door has a guide follower mounted
to engage the guideway. In a further feature, the guideway is slot
formed in the first deck, and the guide follower is a member
extending downwardly from the door into the slot. In another
further feature, the deck is greater than 3/4 inches in
thickness.
[0021] In still another feature of the invention, the deck access
apparatus is a first ladder mounted to the door. A second ladder is
mounted to the first deck. When the door is in the open position
the first ladder is positioned to co-operate with the second
ladder. In a further feature, the door is a radial arm door having,
when closed, an outboard arcuate portion and an inboard tangential
portion. The deck access apparatus is a first ladder mounted to the
door; and the ladder is mounted to the tangential portion.
[0022] In another aspect of the invention, there is an autorack
rail road car having a first deck upon which to carry wheeled
vehicles, and a housing structure extending upwardly of the deck to
define a space in which to shelter wheeled vehicles. The housing
structure has a top chord distant from the deck, and a roof
overspanning the first deck. The roof rises to a greater height
than the top chord. The car has at least a first pair of radial arm
doors operable to control access to the interior of the sheltered
space. At least a first of the radial arm doors is movable on an
arcuate path relative to the first deck, and the first door extends
to a height greater than the top chord. The path of the first door
is free of overhanging obstructions.
BRIEF DESCRIPTION OF THE DRAWINGS
[0023] The principles of the present invention may be understood by
reference to the description of an exemplary, but not limiting,
embodiment, or embodiments of the invention as described below with
the aid of the accompanying illustrative Figures in which:
[0024] FIG. 1 shows a side view of a single unit auto rack rail
road car;
[0025] FIG. 2a shows a partial cross-sectional view of the
auto-rack rail road car of FIG. 1 in a bi-level configuration,
taken on line `2a-2a` of FIG. 1;
[0026] FIG. 2b shows a partial cross-sectional view of the
auto-rack rail road car of FIG. 1 in a bi-level configuration,
taken on line `2b-2b` of FIG. 1;
[0027] FIG. 3 is an isometric view of an end of the rail road car
of FIG. 1;
[0028] FIG. 4 is an isolated isometric view of the doors of FIG. 3
showing the doors in an open position;
[0029] FIG. 5 is an isolated isometric view showing the inboard
side of the doors of the auto rack rail road car of FIG. 1;
[0030] FIG. 6a is a partial end view of the rail road car of FIG.
1;
[0031] FIG. 6b is an exploded isometric view of a roller assembly
of the rail road car of FIG. 1;
[0032] FIG. 6c is an assembled view of the roller assembly of FIG.
6b;
[0033] FIG. 7a shows a cross-sectional view of a door of the
auto-rack rail road car of FIG. 1 taken on `7a-7a` of FIG. 6a;
[0034] FIG. 1b shows a cross-sectional view of a door of the
auto-rack rail road car of FIG. 1 taken on `7b-7b` of FIG. 6a;
[0035] FIG. 8 is a partial sectional view from above of an end of
the rail road car of FIG. 1 taken on `8-8` as indicated in FIGS. 2a
and 2b, and showing one of the doors in a closed position and one
of the doors in an open position;
[0036] FIG. 9 is a sectional view of a locking pin assembly of the
rail road car of FIG. 1 taken on `9-9` as indicated in FIG. 7a;
[0037] FIG. 10 is an isolated side view of a lever assembly for
operating the locking pin of FIG. 9;
[0038] FIG. 11a shows a side view of a three unit auto rack rail
road car having end doors like those of the autorack railroad car
of FIG. 1;
[0039] FIG. 11b shows a side view of an alternate three unit auto
rack rail road car to the articulated rail road unit car of FIG.
11a, having cantilevered articulations;
[0040] FIG. 12 shows a partial end view of the interface between a
roof and a top chord of the rail road car of FIG. 1;
[0041] FIG. 13 shows a partial profile of the corrugated roof
section of the rail road car of FIG. 1;
[0042] FIG. 14 is a partial cut-away isometric view of the rail car
of FIG. 1, with the door removed, showing an upper door guide;
[0043] FIG. 15 shows a partial sectional view of an upper door
guide and door of the rail car of FIG. 1 in section `15-15` of FIG.
8 with the door in a partially open position;
[0044] FIG. 16 shows a cross-section of an inter-door seal and
associated door portions of the rail car of FIG. 1;
[0045] FIG. 17 shows a cross-section of an alternate door seal for
the rail car of FIG. 1;
[0046] FIG. 18 shows a cross-section of an alternate roof seal for
the rail car of FIG. 1;
DETAILED DESCRIPTION OF THE INVENTION
[0047] The description that follows, and the embodiments described
therein, are provided by way of illustration of an example, or
examples, of particular embodiments of the principles of the
present invention. These examples are provided for the purposes of
explanation, and not of limitation, of those principles and of the
invention. In the description, like parts are marked throughout the
specification and the drawings with the same respective reference
numerals. The drawings are not necessarily to scale and in some
instances proportions may have been exaggerated in order more
clearly to depict certain features of the invention.
[0048] In terms of general orientation and directional
nomenclature, for each of the rail road cars described herein, the
longitudinal direction is defined as being coincident with the
rolling direction of the car, or car unit, when located on tangent
(that is, straight) track. In the case of a car having a center
sill, whether a through center sill or stub sill, the longitudinal
direction is parallel to the center sill, and parallel to the side
sills, if any. Unless otherwise noted, vertical, or upward and
downward, are terms that use top of rail, TOR, as a datum. The term
lateral, or laterally outboard, refers to a distance or orientation
relative to the longitudinal centerline of the railroad car, or car
unit, indicated as CL--Rail Car. The term "longitudinally inboard",
or "longitudinally outboard" is a distance taken relative to a
mid-span lateral section of the car, or car unit.
[0049] FIG. 1 shows a single unit auto rack rail road car,
indicated generally as 20. It has a rail car body 22 supported for
rolling motion in the longitudinal direction (i.e., along the
rails) upon a pair of rail car trucks 23 and 24 mounted at main
bolsters at either of the first and second ends 26, 28 of rail car
body 22. Body 22 has a housing structure 30 (shown in FIGS. 2a and
2b), including a pair of left and right hand sidewall structures
32, 34 and a canopy, or roof structure 36 that co-operate to define
an enclosed lading space. Body 22 has staging in the nature of a
main deck 38 running the length of the car between first and second
ends 26, 28 upon which wheeled vehicles, such as automobiles can be
conducted. Body 22 may have staging in either a bi-level
configuration (shown in FIGS. 2a and 2b) in which a second, or
upper deck 40 is mounted above main deck 38 to permit two layers of
vehicles to be carried; or a tri-level configuration in which a top
deck is mounted above the upper deck 40, and above main deck 38 to
permit three layers of vehicles to be carried. The staging, whether
bi-level or tri-level, is mounted to the sidewall structures 32,
34. Each of the decks defines a roadway, trackway, or pathway, by
which wheeled vehicles such as automobiles can be conducted between
the ends of rail road car 20.
[0050] In the example shown in FIG. 1, a through center sill 50
extends between ends 26, 28. A set of cross-bearers 52 extend to
either side of center sill 50, terminating at side sills 56, 58.
Main deck 38 is supported above cross-bearers 52 and between side
sills 56, 58. Sidewall structures 32, 34 each include an array of
vertical support members, in the nature of posts 60, that extend
between side sills 56, 58, and top chords 62, 64. Roof structure 36
includes a central corrugated roof sheet structure 66 and mating,
formed roof side sheet portions 65 and 67. Roof structure 36
extends between top chords 62 and 64 above deck 38 and such other
decks as may be employed. Roof structure 36 also includes
uncorrugated formed sheet gable end portions 61, 63 that extend
longitudinally outboard of corrugated roof sheet structure 66 from
the "number 2 post" 80 to meet doors 68 and 70. The use of a
non-corrugated end sheet portion may tend to simplify the fit-up
geometry of the door-to-gable end interface, facilitating a better
fit to roof to door seals as described below.
[0051] Doors
[0052] Referring to FIGS. 3, 4, 5 and 6, doors 68 and 70 are a
co-operating pair of radial arm doors that are operable to enclose
the openings at the ends 26, 28 of the car 20 and thereby to
control access to the internal space defined within housing
structure 30. Doors 68 and 70 are movable to a closed position as
shown in FIGS. 3 and 5 to inhibit access to the interior of car 20,
and to an open position as shown in FIG. 4 to permit access to the
interior. Alternatively, one of the ends 26 or 28 may be closed or
sealed using some other means such as an end wall structure (not
shown) and doors 68, 70 provide access to the remaining end 26 or
28. Except as otherwise noted, doors 68 and 70 are mirror (that is,
left and right hand) configurations of one another and the
description of one applies to the other except to the extent of
being to the opposite hand. Similarly, rail car 20 is substantially
symmetrical about its longitudinal and mid-span transverse
centrelines, unless otherwise indicated.
[0053] Referring to FIGS. 3, 5, and 6, doors 68 and 70 are shown in
the closed position, and in FIG. 4 doors 68, 70 are shown in the
open position, both doors being movable along the arcuate paths
between respective open and closed positions, thereby controlling
access to the internal space of the rail road car.
[0054] Door 68 (or door 70, opposite hand, as may be) has a
generally rigid body (i.e., non-folding) that, preferably, employs
a monolithic main sheet 82, formed to have the desired arcuate and
tangential portions 81 and 83. Notably, door 68 does not have
(i.e., is free of) slots, or recesses formed in the door to
correspond to the location of the wheelways of the mid-level deck
(or, in a tri-level, the mid and upper levels), and does not have a
notch at the level of the sidewall top chord. As such, door 68 may
tend to present less opportunity for undesirable foreign matter,
such as rain, sand, gravel and such like, to enter into the car and
mar the finish of automobile products carried in transit. The
reduction in the number of slots or recesses in the door may also
tend to enhance its structural integrity and overall stiffness and
may tend to provide a measure of discouragement for thieves and
vandals.
[0055] Door 68 has a first, arcuate, outboard portion 72 and a
second inboard, or tangent portion 74. Each portion 72 74 is
rigidly connected to the other. The major axis of rotation `X` of
door 68 runs substantially in the vertical direction. Outboard
portion 72 has a generally arcuate horizontal cross-section of
constant radius of curvature centerer on axis `X`. Second portion
74 has a substantially linear (i.e., flat) cross-section. Arcuate
portion 72 is preferably formed integrally with second portion 74
so that it lies tangent to arcuate portion 72. Alternatively,
portions 72 and 74 could be formed separately, and then be rigidly
connected to each other.
[0056] Referring to FIG. 8, door 68 is constrained to follow a
generally circular arc by a radial guidance member, such as radial
arm 84, attached thereto. A first end 86 of the radial arm 84 is
attached to a side of door 68, and a second end 88 of the radial
arm 84 is configured for pivotal attachment to a structure inboard
of the door 68, preferably a pivot mount on the underside of mid
level deck 40. At its first end 86 radial arm 84 may also be
pivotally attached to the concave side 90 of door at a location
proximate to a free vertical edge 92 of the tangent portion 74. The
structure to which radial arm 84 is attached may be the underside
of the upper deck 40 (of a bi-level car), the top deck (of a
tri-level car, not shown), or the roof 36. To avoid obstructions
when door 68 is opened and closed, radial arm 84 has a dog-leg or
elbow 96 in a horizontal plane. As best shown in FIGS. 3 and 4,
door 70 differs from door 68 in that it has a radially inwardly
stepped shell 98 defining an accommodation, recess or cavity to
accommodate a hand brake (not shown). Door 68 is preferably
constructed from sheet metal, such as formed steel sheet. It could
also be made of aluminum sheet.
[0057] Door Seals
[0058] Referring to FIGS. 8, 16, 17 and 18, when door 68 (or 70, as
may be) is in the open position, the most longitudinally inboard
edge 100 of the arcuate portion 72 abuts a shear bay panel 76 which
is mounted between a vertical support referred to as the "number
one post" indicated as 78 and a longitudinally inboard vertical
support referred to as the "number two post" 80. The number one
post 78 stands laterally inboard relative to the number two post
80, and, in the open position, door 68 moves to the outside of the
shear bay panel 76. When door 68 is in the closed position, the
most longitudinally inboard edge 100 of the arcuate portion 72
abuts a panel identified as shear bay panel extension 102, that
extends longitudinally outboard of number one post 78.
[0059] When door 68 is in the closed position a gap may tend to
exist between edge 100 and an adjacent structure such as shear bay
panel extension 102. Were such a gap to exist, it might tend to
permit contaminants including dirt and other matter to enter the
interior of the rail car 20. To discourage such a result, doors 68
and 70 have a wing member in the nature of a vertically running,
inwardly extending flange 103 mounted to edge 100. A sealing member
in the nature of a vertically running p-seal 104 (see FIG. 7a) is
attached to flange 103 and may tend to reduce or eliminate the gap,
thereby tending to inhibit entry of debris into the interior of
rail car 20.
[0060] When door 68 is in the closed position a gap may tend also
to exist between a top edge 106 of door 68 and an adjacent
structure such as roof 36. An angled flange 108 protruding from top
edge 106 spans the gap and overlaps with roof 36. Flange 108
preferably overlaps above roof 36 and runs along the top edge of
door 68 (or 70), following the arcuate, descending profile of the
door edge in a manner corresponding to the arcuate, descending edge
of the gable end of roof 36. Alternatively, or additionally, an
obstruction such as a seal or a p-seal 110 for inhibiting the
passage of matter between top edge 106 and roof 36 may be provided
along the top edge 106 of door 68. P-seal 110 is mounted to run
along the arcuate descending profile of the door edge, and thereby,
when the door is closed, to engage the corresponding roof profile
and thereby to tend to form a sealed door to roof interface. Seals
104 and 110 may be alternatively attached to the adjacent structure
of shear bay panel extension 102 as shown in FIG. 17 and roof 106
as shown in FIG. 18. A further, main vertical door seal 111 is
shown in FIG. 16. Door seal 111 is an `O`-seal mounted to the
transversely inboard (when closed) edge of door 68. Seal 111 is
compressed when the two doors are brought together, seal 111 then
bearing against a mating land on door 70.
[0061] Ladder
[0062] Referring to FIG. 4, an upper door traversing apparatus or
deck access apparatus, in the nature of a ladder 114, having an
array of footholds in the nature of, for example, ladder rungs 116,
is mounted to extend outwardly from an upper region of tangent
portion 74 of door 68 along the external or outboard surface 118.
Ladder 114 permits personnel to ascend upper deck 40 (or third
deck, if applicable) when door 68 is in an open position. Six rungs
116 are preferably arranged vertically and equidistant from one
another along external surface 118.
[0063] When door 68 is in its open position, rungs 116 lie
generally above and are generally in line with and accessible from,
a second ladder, or ladder portion such as a deck level access
ladder 120, such that a person may climb from track level up access
ladder 120 and onto rungs 116 and thereby to obtain access to the
upper deck, or decks of car 20. Deck level access ladder 120 is
mounted laterally outboard of door 68 to permit movement of door 68
between closed and open positions.
[0064] Access ladder 120 is mounted rigidly to main deck 38, and
extends substantially vertically upwardly therefrom. Rungs 122 of
access ladder 120 are preferably oriented parallel to the plane of
main deck 38 and parallel to the longitudinal center line of the
rail car 20. Rungs 122 are mounted to a support structure 124 of
access ladder 120. Support structure 124 has a wedge-shaped
horizontal cross-section and longitudinal flanges 125 and 127. Each
rung 122 is mounted at one end to flange 125 and at the other end
to flange 127. The wedge-shaped cross-section of support structure
124 is wider adjacent the longitudinal outboard end of rail car 20
to increase the effective depth of section and thereby to tend to
enhance structural support for access ladder 120 while permitting
passage of door 68 between ladder 120 shear bay panel 102. Ladder
120 is free of a longitudinal brace to either the "Number 2 post"
80, or to the top chord 62, 64.
[0065] The absence of a longitudinally extending ladder brace at,
for example, the level of the top chord may tend to obviate the
need for a brace accommodating notch or cut-out in the upper
portion of door 68, 70. Since a ladder is providing on door 68 (or
70) itself, and since ladder 120 is free-standingly mounted to main
deck 38, the arcuate path of the door is not then overhung by an
overhead brace or other ladder support structure that might
otherwise tend to obstruct the motion of the door. As such, this
may tend to reduce, or eliminate another opening through which
foreign objects may enter car 20, and may tend also to improve the
sectional stiffness of door 68, 70 more generally and of the upper
gable extension portions of the doors that lie at a height greater
than the height of the top chord in particular. While it is
preferable that each door 68, 70 have a ladder 114 mounted thereon
along with an associated adjacent access ladder 120, access to
upper deck 40 may be achieved by including a ladder 114 on just one
of doors 68 and 70.
[0066] The inside face 128 of the tangent portion 74 may be
provided with a hand hold rung 129, or rungs (shown in FIG. 5)
suitable for a person standing on main deck 38, upper deck 40, or
on a top deck (if applicable) to permit a person to move between
deck 38 or 40 and ladder 114. Hand holds 130 may also be provided
on the outboard side 118 of door 68 adjacent to rungs 116. The
lower hand holds 130 may also be grasped to open and close doors 68
and 70.
[0067] Stiffening Members
[0068] As noted above, door 68 (or 70, as may be) has a generally
rigid body that may be a monolith or that may be formed of at least
two single panels laminated to one another. An array of stiffening
members in the nature of a transverse or horizontal stiffeners 132
is attached to door 68 and may tend to enhance the rigidity of door
68. Transverse stiffener 132 is a pressing in the form of a hat
section having arcuate and tangential portions conforming to the
profile of door sheet 82. It is mounted to extend along the profile
of the outboard surface 118 of door 68 and is preferably
horizontally oriented. Four horizontal stiffeners 132 are spaced
equidistantly from one another, with each rung 116 of ladder 114
located between adjacent stiffeners 132.
[0069] Stiffeners in the nature of vertical stiffeners, 131, 133,
134, 135, and 137 are mounted to door 68. Vertical stiffeners 133
and 135 are attached to the inboard surface 136 of door 68 adjacent
to the free edge of arcuate portion 74. External stiffener 131 is
Huck.TM. bolted through panel 82 to bridge the gap left between
stiffeners 133 and 135 to accommodate the end of deck 40. The free
edges of the tangent portions of doors 68 and 70 are similarly
reinforced by vertical hat section channel members, identified as
vertical stiffeners 134. A vertical stiffener 135 is mounted along
the upper region of the free edge of the arcuate portion of door
70, but differs from stiffener 134 in being truncated to
accommodate the inwardly extending portion of stepped shell 98.
[0070] Stiffener 134 is a formed channel having a back, a pair of
legs extending from the back to form a channel, and a pair of feet
bent outwardly from the legs, the feet providing flanges that lie
against the inside the main sheet of door 68. The feet are then
secured in place using mechanical fasteners, such as Huck.TM.
bolts. Stiffeners 131, 133, and 135 are of similar construction and
assembly but is somewhat narrower in width than stiffener 134.
[0071] Referring to FIG. 7b, to increase further the rigidity of
door 68, the vertical stiffeners are connected to horizontal
stiffeners 132 through door 68 at those locations where the
vertical and horizontal stiffeners overlap. Door sheet 82 is thus
sandwiched between horizontal stiffeners on one side and vertical
stiffeners on the other.
[0072] As noted above, in the preferred embodiment, the vertical
and horizontal stiffeners 131, 132, 133, 134, 135, and 137 are
generally hat shaped in section, each having a flattened U-shaped
lateral cross-section and outwardly extending flanges 144 and 146,
running along their respective longitudinal edges. The longitudinal
flanges 144, 146 each have apertures, or bores formed therethrough
to admit a mechanical fastener. These bores, or holes, of the
vertical stiffener, such as may be are located to correspond to,
(that is, align with) the corresponding bores or holes of the
horizontal stiffeners 132 at the attachment intersection such as
point 142. Door 68 (or 70, as the case may be) has corresponding
holes or bores formed therethrough. It is preferred that the
mechanical fasteners used to secure stiffeners 131, 132, 133, 134,
135 and 137 in place be driven through the flanges of the
respective horizontal stiffener from the outside, through main
sheet 82 of door 68 (or 70, as may be), and through aligned holes
in the flanges of the vertical stiffener on the inside of the door.
As such, each connection location of a vertical stiffener with a
horizontal stiffener will be a four point connection, the four
points forming a rectangle such as may tend to provide resistance
against rotational deformation of the joint or connection so
formed. The fastener 148 may be a bolt and nut, a formed rivet, or,
preferably, a Huck.TM. bolt. The Huck.TM. bolt has a collar portion
which receives a Huck.TM. bolt rivet having non-pitched threads.
This may tend to form a relatively secure connection tending to
have a reduced tendency to fatigue crack formation as compared to a
welded connection. A welded connection may nevertheless be used.
Additional fasteners may be used to attach the vertical and
horizontal stiffeners 132, 134 to the door panels.
[0073] Rollers
[0074] Referring to FIGS. 4, 5, 6a, 6b and 7a, to facilitate
opening and closing of door 68, a rolling contact member, such as a
wheel or roller 150, is mounted along the lower margin of tangent
portion 74 of door 68 (or 70 as the case may be). Roller 150 has a
sealed bearing 152 with a shaft 154 extending therethrough. Shaft
154 is carried in a bracket 156 mounted to door 68. Shaft 154 and
sealed bearing 152 permit rolling motion of the roller 150 on an
adjacent horizontal surface, which is preferably perpendicular to
longitudinal axis `X` of door 68. Sealed bearing 152 may also tend
to prevent the interface between shaft 154 and bearing 152 from
becoming contaminated with water, dirt or other debris that might
otherwise tend to inhibit movement of roller 150 about shaft 154.
Roller 150 is mounted adjacent to a lower edge 158 of door 68 for
rolling motion on main deck 38 so that roller 150 carries a
substantial portion of the weight of door 68 when the door 68 is
opened and closed.
[0075] Door 68 has a second roller 160 mounted to the lower margin
of door 68 (or 70) near the free edge of arcuate portion 72. In
this description the first roller 150 is a leading roller and the
second roller 160 is a following roller (this nomenclature being
arbitrarily chosen on the basis of motion as the door is being
closed). Both rollers are in rolling contact with, and in operation
between open and closed positions of door 68 (or 70) roll along,
main deck 38. In the preferred embodiment, rollers 150 and 160 roll
along a main deck plate, such as guide plate 222, of main deck 38
(described in greater detail below) throughout the full range of
travel between the open and closed positions of door 68 (or 70 as
may be). Except as described below, following roller 160 has
substantially the same general configuration as lead roller 150. As
described below, in the preferred embodiment, roller 160 is located
adjacent vertical edge 100 (that is, the free edge of arcuate
portion 72) and roller 150 is angularly spaced from roller 160 by
about 70 degrees.
[0076] Referring to FIGS. 6b and 6c, the lower margin of main sheet
82 of door 68 (or 70) is reinforced by inner and outer cuffs, or
skirt plates identified respectively as 151 and 153. Shaft 167 of
roller 160 has a first stub end 155 for engaging a mating aperture,
157 in door 68 (or 70, as may be).
[0077] A second, slotted end 159 for seating in, and extending
through an aperture 161 in bracket 169 and an eccentric medial
barrel 163. Barrel 163 is sized to mate with bearing 152. Rotation
at shaft 154 relative to apertures 157 and 161 will cause barrel
163 to move as a cam, thereby permitting height adjustment of
roller 160 relative to door 68 (or 70). On fit-up door 68 (or 70)
is mounted on the car, and supported in its desired closed
position. Shafts 167 of roller 160 is rotated to the desired
position, and then a square bar, or key 165 inserted in slotted end
159 is welded to bracket 169. Although roller 160 has been
described as having an adjustable cam, both rollers 150 and 160
could be so provided. In the preferred embodiment, roller 150 has
an adjustable cam, and roller 160 has a fixed shaft, such that
angular adjustment on fit-up is at roller 150.
[0078] Leading roller 150 is positioned to trace a first arc of
constant radius R.sub.150 when door 68 is moved from an open
position to a closed position. Following roller 160 is positioned
to trace a second arc of constant radius R.sub.160, having the same
center (i.e., axis `X`) as the first arc, when door 68 (or 70) is
moved between open and closed positions. The radius R.sub.160 of
the second arc is less than the radius R.sub.150 of the first arc
and is concentric with the first arc so that door 68 opens and
closes following a radial arc, as it is constrained to do by its
radial arm 96. The radius of arcuate portion 72 of door 68 is
preferably greater than, and is concentric with, the first arc
traced by leading roller 150. Both rollers 150, 160 are located on
the inboard side 136 of door 68.
[0079] Following roller 160 is mounted adjacent to the free
vertical edge 100 of arcuate portion 72. The axis of rotation of
roller 160 is substantially normal to arcuate portion 72, orienting
roller 160 to trace an arc of constant radius concentric with the
arc of arcuate portion 72. That is to say, the intersection of the
axis of rotation of roller 160 with the skin of the main panel of
the door, is perpendicular to the skin at the point of
intersection. Lead roller 150 is mounted to tangent portion 74 of
door 68. The axes of rotation of rollers 150 and 160 preferably lie
in the same plane. Bracket 156 holding roller 150 is mounted to
tangent portion 74, such that the point of contact of roller 150
with deck 38 is inwardly offset from the inner face of the main
panel of tangent portion 74 a distance .delta., and holds roller
150 at an angle .phi. relative to a perpendicular drawn from
tangent portion 74 such that the axis of rotation of roller 150
intersects the axis of rotation `X` of door 68 more generally.
[0080] A radial line from the center of rotation of door 68,
indicated as point X, to free vertical edge 100 is designated as an
angular datum. The radial line from X to roller 160, namely the
axis of rotation of roller 160, lies at an angle .beta. from the
datum. The juncture of the bent portion of door 68, namely arcuate
portion 72, with the other portion, namely the distaff or tangent
portion 74 occurs at the point of tangency, indicated in FIG. 7a as
`P`. A further line XP is constructed from X through P, this line
being parallel to the longitudinal centerline CL of car 20 when
door 68 is closed, and being perpendicular to tangent portion 74.
The included minor angle between the datum and XP is indicated as
.alpha.. The included minor angle between XP and the axis of
rotation of roller 150 is indicated as .PHI.. The included minor
angle between the axes of rotation of rollers 150 and 160 is
indicated as .theta.. The total included angle between the datum
and the axis of rotation of roller 150 is the sum of
.beta.+.theta., and is indicated as angle .rho..
[0081] By mounting roller 150 to tangent portion 74 at a skewed
angle (actually=.phi.) relative to tangent portion 74, the axis of
rotation of roller 150 lies outside the angular arc defined by the
extremities (namely edge 100 and point P) of the bent, or arcuate
portion 72 of door 68. Put another way, angle .rho. lies outside
the range of angles falling between the datum and line XP, .rho.
being greater than .alpha.. Roller 150 is thereby placed closer to
the free edge of tangent portion 74 than it would be if roller 150
were mounted to arcuate portion 72 of door 68. As such, a
relatively greater portion of the mass of door 68 may tend to be
supported in the span between the points of contact of rollers 150
and 160 than would be the case if roller 150 were mounted between
the datum and point `P`. The portion of door 68 (or 70)
cantilevered beyond the point of contact of roller 150, namely that
portion between roller 150 and free edge 92 of tangent portion 74,
is correspondingly reduced. As such the distribution of the static
weight of door 68 between rollers 150 and 160 may tend to be more
evenly allocated than might be the case if roller 150 lay within
the range of angle .alpha. instead.
[0082] The axis of rotation of roller 160 lies relatively close to
the datum, angle .beta. being less than 1/3 of angle .alpha.. In
the embodiment illustrated the included minor angle .theta. between
rollers 150 and 160 is greater than the included minor angle
.alpha. of arcuate portion 72. As such, the wheelbase, or span,
between the points of contact of rollers 150 and 160 and deck 38 is
also longer than it might be if roller 150 fell within the range of
angle .alpha.. Use of a relatively long wheelbase in this way may
tend to encourage smoother and more stable operation of door
68.
[0083] Given that both are referenced to lines drawn perpendicular
to tangent portion 74, angle .phi. and angle .PHI. are equal.
Further, when door 68 is in the closed position, tangent portion 74
lies perpendicular to the car centerline, such that angle .phi. (or
angle .PHI.), also defines the angle of intersection of the axis or
rotation of roller 150 with the centerline of car 20. The point of
intersection of the axis of rotation of roller 150 and the
centerline of car 20 will lie longitudinally well outboard of door
68, and of car 20 more generally.
[0084] As mounted to tangent portion 74, leading roller 150 is
located such that the arc traced by it terminates at a point that
lies a distance .lambda. laterally inboard relative to the center
of the axis of rotation of door 68. As noted, the angular distance
between rollers 150 and 160 may be about 70 degrees. The length of
an arc, being of generally constant radius as measured from point
X, and bisecting the axes of rotation of rollers 150 and 160
adjacent rollers 150 and 160, may be approximately 34 inches.
[0085] It is advantageous for the static load on roller 160 to be
at least 1/4 as great as the static load on roller 150. It is
preferred that the static load on roller 160 be at least 1/3 as
great as the static load on roller 150.
[0086] In FIG. 7a, the overall chord length of door 70 (or door 68)
is indicated as L.sub.0/A, measured from the outboard edge 100 to
the inboard edge 92. The parallel projected distance from inboard
edge 92 to the centre of roller 150 is indicated as L.sub.2. The
parallel projected space distance between roller 150 and roller 160
is indicated as L.sub.1 and the remainder between roller 160
outboard edge 100 is indicated as L.sub.3 such that
L.sub.1+L.sub.2+L.sub.3=L.sub.0/A. It is advantageous for
(L.sub.2/L.sub.0/A) to be less than 0.4. It is preferable that
(L.sub.2/L.sub.0/A) be in the range of 0.15 to 0.35, at which
0.25-0.30 is a possible range, and 0.27 (+/-) is one possible value
in preferred embodiment. It is also advantageous for
(L.sub.1/L.sub.0/A) to be at least as great as 0.5 and preferably
in the range of 0.55-0.70 with a value in a preferred embodiment of
0.58 to 0.60.
[0087] Lock
[0088] Referring to FIGS. 5, 6a, 9 and 10, a door securing
apparatus in the nature of a locking assembly 140 is attached to
door 68 (and door 70, opposite hand, as may be) to inhibit movement
of door 68 (or door 70) when locking assembly 140 is in an engaged
(i.e., locked) condition. Locking assembly 140 has an actuator
assembly 141, and engaging apparatus identified as latch assemblies
204 and 216.
[0089] Actuator assembly 141 has an actuator arm member in the
nature of a lever 192 mounted on a stub shaft 162. Stub shaft 162
protrudes through a rectangular mounting plate 175, and is held in
place by a cotter pin 177. The inner end of stub shaft 162 has
flats that mate with an aperture in lever 192 in a torque
transmitting relationship. The far end of stub shaft 162 (which
faces toward the outside of the car and extends through an aperture
in door sheet 82) has a four sided socket 218 for receiving a
torque transmitting door opening key. Shaft 162 is surrounded by a
bushing 202 mounted to plate 175. Bushing 202 is preferably
sintered and permanently lubricated, such as an oilite bushing, to
tend to reduce the maintenance required for the lock 140. An
external housing 181 is mounted by fasteners (such as rivets) to
main sheet 82 of door 68 (or 70). Mounting plate 175 is mounted on
the inside face of main sheet 82. The fasteners of housing 181 are
carried through mounting plate 175 as well, forming a sandwich.
When a key of appropriate shape and dimensions is passed by rail
yard personnel into housing 181 to engage socket 218, torque can be
transmitted to turn lever 172 and thereby release locking assembly
140.
[0090] Lever 192 has a first wing 173 cut in a profile having a
knee 198 and a foot 183. Foot 183 can be actuated from inside doors
68 and 70 when those doors are closed, typically by a person
stepping on it to release locking assembly 140. A linking member,
in the nature of a pivotally mounted hard-eye 210 attached to a
cable assembly 208 are connected to transmit the motion of knee 185
to latches 216 (at roof level) and 204 (at the mid height deck
level). Lever 192 has a second wing 179 extending in the opposite
direction from wing 173. Another linking member, in the nature of a
clevis 212, is mounted pivotally to the distal end of wing 179 to
transmit motion to pin 168 of latch assembly 164.
[0091] Latch assembly 164 (best shown in FIG. 9) is attached to
door 68 (or 70) and includes a receptacle 166 located in the first
deck of rail car 20, as illustrated in FIG. 4. Receptacle 166 is
configured for close fitting mating engagement with a first pin 168
of latch assembly 164. The socket of receptacle 166 and pin 168 are
substantially co-axial when in an engaged position. Pin 168 is
mechanically linked to shaft 162, and is movable between an engaged
position and a disengaged position when shaft 162 rotates about its
longitudinal axis to move link 212, as described below. When in an
engaged position, pin 168 inhibits horizontal movement of door 68
along its arcuate path. Pin 168 has a tapered engagement end 170 to
facilitate entry of pin 168 into receptacle 166. Engaging apparatus
164 is located on an inboard side 136 of door 68.
[0092] Engaging apparatus 164 includes a bracket 172, which is
attached to door 68 using a fastener secured through bracket
mounting holes 174. Bracket 172 has a guide 176 for guiding pin 168
when pin 168 is moved between engaged and disengaged positions. The
guide 176 encourages substantially vertical movement of pin 168
along a longitudinal axis of pin 168. Guide 176 includes a bushing
178. Bushing 178 is held in place by upper and lower retaining
flanges 180 of bracket 172. Bushing 178 is preferably sintered and
may be lubricated to facilitate movement of pin 168. Bushing 178
may also be made of bronze to resist corrosion. Bushing 178 may,
for example, be an oilite bushing. Water or other contaminants that
enter bushing 178, are encouraged by gravity to exit bushing 178
via a drain 182 at the lower end thereof.
[0093] A biasing member such as a spring 184, is mounted coaxially
about pin 168. Spring 184 is captured, or retained, at one end
against a flange 186 of bracket 172 and at the other against a stop
attached to pin 168, in the nature of a washer 188 surrounding pin
168. Washer 188 acts against protruding stubs of a shear pin 190
passing laterally through pin 168. Washer 188 is thus sandwiched
between cotter pin 190 and spring 184. Spring 184 is disposed to
encourage pin 168 to enter receptacle 166 when pin 168 is aligned
with receptacle 166 and so also to return lever 192 to its
undeflected position. Spring 184 is compressed when pin 168 is in a
disengaged position.
[0094] Door 68 has a second engaging apparatus namely latch
assembly 204 having a similar configuration to engaging apparatus
164. Latch assembly 264 includes a second pin 206 for engagement in
a second receptacle in upper deck 40. Second pin 206 is oriented to
act from below the second receptacle, unlike first pin 168, which
is located to act from above receptacle 166. Second pin 206 is
pivotally connected to second end 198 of lever 192. A downward
movement in knee 198 of lever 192 causes a downward displacement
and disengagement of second pin 206 from the second receptacle. At
the same time, first pin 168 also moves to a disengaging position
because first end 196 of lever 192 is moved upwards causing first
pin 168 to also be disengaged from receptacle 166. This
configuration permits either rotation of shaft 162 or application
of a force to second end 198 of lever 192 to cause pins 168 and 206
to together become either engaged or disengaged at the same time.
The springs of the respective engaging apparatuses 164 and 204
encourages pins 168 and 206 to return to their engaged
positions.
[0095] Pins 168 and 206 are connected to lever 192 via wires or
cables 208. Cables 208 are attached to lever 192 with devises 210
and 212. Cables 208 are protected by a cover plate 214 such as a
vertical stiffener 134 having a cable conduit therethrough. While
FIG. 5 shows cables 208 exposed, they are covered in the preferred
embodiment of the invention. Cover plate 214 protects the cables
from damage during loading and unloading of rail car 20. When doors
68 and 70 are in a closed position, cover plate 214 may tend to
discourage unauthorized opening of the lock by insertion of a hook
or like device into rail car 20 to engage and pull cables 208
position so that one of doors 68 or 70 may be opened.
[0096] Lock assembly 140 may also have a third engaging apparatus
namely latch assembly 216 for securing door 68 to the underside of
roof 36. Latch assembly 216 includes third pin 217 and is
configured in a similar manner as described above for second
engaging apparatus 204 and is connected to knee 198 by another
branch of cable 208.
[0097] As noted above, pins 168, 216 and 217 of lock assembly 140
may be moved between engaged positions and disengaged positions by
applying a force to foot 183 of lever 192. This may only be done
from the interior of rail car 20 because lever 192 and the engaging
apparatus 164, 204 and 216 are located on the inboard side 136 of
door 68. To activate lock 140 from the outboard side 118 of door
68, shaft 162 is provided with a non-round axial cavity namely
socket 218 at an outboard end thereof for receiving a similarly
shaped key (not shown). Insertion and turning of the key rotates
shaft 162 causing lever 192 to move, causing the connected first,
second and third pins 168, 206, 217 to each move between engaging
and disengaging positions. The non-round axial cavity 218 may be
rectangular, or a unique shape to discourage unauthorized operation
of lock 140.
[0098] First Guide
[0099] Referring to FIGS. 3, 4 and 5, door 68 has a first guide
member such as a skirt or plate 220 protruding downwardly from a
bottom edge 158 thereof. As noted above, main deck 38 includes
guide plate 222. Guide plate 222 has a groove 224 for receiving the
downwardly protruding portion of plate 220 to slidingly guide door
68 as it moves between open and closed positions. Guide plate 222
is generally planar and oriented in a plane substantially
perpendicular to a longitudinal axis of door 68.
[0100] Plate 220 may be formed integrally with or attached to door
68. Unauthorized access using pries or other implements between
door 68 and main deck 38 may tend to be impeded by the presence of
flange 220. Flange 220 may alternatively be in the form of a finger
(not shown) for engaging groove 224.
[0101] Groove 224 is arcuate, having an arc that corresponds to (a)
the angular displacement of door 68 (or 70) between open and closed
positions; plus (b) the arc of plate 220 itself. An end 226 of
groove 224 is located near to the intersection of an axis tangent
to the arcuate groove 224 and an axis parallel to the longitudinal
centerline of main deck 38, wherein the tangent axis is normal to
the longitudinal centerline of rail car 20. The arcuate groove 224
is preferably of a uniform radius that is concentric with the arcs
traversed by rollers 150 and 160. This may tend to encourage
alignment of door 68 as it moves from open to closed positions.
Groove 224 may preferably extend through the thickness T of guide
plate 222, to permit drainage of groove 224.
[0102] Guide plate 222 also has at least one receptacle 166 for
mating engagement with an engaging member 168 of lock 140.
Receptacle 166 is preferably located along an arc parallel to
arcuate groove 224, and inboard of groove 224. Additional
receptacles, such as receptacle 228 may be employed to secure door
68 in an open position, and receptacle 166 may be used to secure
door 68 in a closed position.
[0103] At least one strengthening member, such as tie plate 230
(shown in phantom in FIG. 4), is mounted to the underside of guide
plate 222. Tie plate 230 traverses groove 224 to add rigidity to
guide plate 222 adjacent groove 224.
[0104] Roof
[0105] Referring to FIGS. 2a, 2b, 3 and 12, central corrugated roof
66 preferably has a generally uniform lateral cross-section having
a general U-shape. The U-shaped roof 66 has terminal legs 232 and
234, which may be parallel to each other. Legs 232 and 234
terminate at free ends 236 and 238. Free ends 236 and 238 are
square-cut relative to top chords 62 and 64. That is, free ends 236
and 238 each have a profile defining a surface 240. Surface 240 has
an undulating shape that corresponds to the corrugations of roof
66, as is shown in FIG. 13. Free ends 236 and 238 are positioned
adjacent to, and are preferably in abutting relationship with, top
chords 62 and 64. In operative position, roof 66 is supported atop
chords 62 and 64. Because the profile of the corrugations of roof
66 abut top chords 62 and 64, gaps or passages between roof 66 and
top chords 62 and 64 are limited. A sealant, such as a silicone
rubber caulking can be used to further obstruct gaps which may
remain.
[0106] In the preferred embodiment, surface 240 is generally planar
and lies generally normal to a longitudinal axis of associated leg
232 (or 234). To reduce gaps between roof 66 and top chords 62 and
64, a top chord surface 242 of each top chord is configured to
conform to roof profile surface 240. In the embodiment described,
top chord surfaces 242 are generally planar and are oriented to be
generally level when in operative position. Accordingly, top chord
surfaces 242 abut roof profile surfaces 240 when roof 66 is placed
thereon. If roof profile surfaces 240 are oriented at a different
angle, then corresponding top chord surfaces 242 are preferably
configured to be oriented at a corresponding angle so that the
surfaces 240 and 242 abut each other, and are preferably flush, to
reduce the size of any gaps or passages therebetween (not
shown).
[0107] Top chords 62 and 64 are roll formed to give the profile 244
shown in FIG. 12. When viewed in profile, as shown for example in
FIG. 12, each top chord 62, 64 has a first leg 246 and a second leg
248 extending from either side of medial portion 245. First leg 246
is oriented for attachment to the vertical side wall posts 60.
Second leg 248 is oriented for attachment to roof 66. First leg 246
is preferably generally oriented normal to medial portion 245, so
that it lies in a plane corresponding to the exterior of rail car
20. Second leg 248 is also generally oriented normal to medial
portion 245 but it extends in a direction opposite to first leg 246
for location adjacent a surface of roof 66 corresponding to the
interior of rail car 20. Legs 246 and 248 may be attached using
fasteners, such as bolts, rivets or by welding, or in some other
manner that secures bracket 244 to top chord 62 (or 64) and roof
66.
[0108] The above arrangement may encourage drainage of, for
example, rainwater passing over roof 66, to be directed (i.e., to
drain) to the exterior of rail car 20. Passage of contaminants to
the interior of rail car 20 may be further inhibited by applying a
seal along the interface between roof leg free end 236 (and 238)
and bracket 244. A water resistant inhibitor such as a silicone
caulking 249 or a weld (not shown) may be used to form such a seal.
As shown in FIG. 12, caulking 249 may be located adjacent leg
246.
[0109] Top chord 62, 64 may additionally include a guidance member
in the nature of a longitudinal flange 250 running along second leg
248. Flange 250 is preferably angled upwardly and inwardly away
from the plane of second leg 248 to facilitate installation of roof
66 by acting as a tapered, or chamfered lead-in. As shown in FIG.
12, medial portion 245 is wider than the width of adjacent posts 60
so that radiused bend area 254, located between medial portion 245
and second leg 248, is less likely to interfere with the
positioning of leg end 236 (or 238) onto medial portion 245. That
is, if the bend radius of the upwardly extending leg were formed
without the re-entrant loop, identified as re-entrant bulge 256,
the radiused bend area 254 might tend to stand proud of the plane
of the outboard surface of leg 248. In that instance, the radius
would tend to prevent a square fit-up of the square cut ends of
roof 66 with the flat portion of the top chord. Interference with
the bend radius could be avoided by termination of roof 66 at a
height above the bend radius, leaving an unsealed gap above the top
chord and under the corrugated edge. However, by moving the radius
inboard of the plane of the outboard surface of leg 248, a square
abutting fit may tend more easily to be obtained as shown.
[0110] In an alternative embodiment, top chords 62, 64 could be in
another form, such as a rectangular steel tube, and a bracket
having the shape of horizontal leg 242, vertical leg 248 and a
re-entrant bulge, such as bulge 256 could be employed to permit a
square cut abutment, and a continuous member for discouraging water
drainage into the car.
[0111] Second Guide
[0112] Referring to FIGS. 14 and 15, rail car 20 may additionally
be provided with a second guide structure 258. Structure 258 may
alternatively, serves as a guide and retainer to encourage door 68
(or 70) to follow a pre-determined path when door 68 (or 70) is
moved between open and closed positions. In the present
description, structure 258 is described in the context of door 68.
While not expressly described herein, a similar structure of
opposite hand may also be used in conjunction with door 70.
[0113] Structure 258 co-operates with a corresponding feature 260
of door 68 to inhibit displacement of door 68 in a direction
generally normal to a plane of door 68. Structure 258 is preferably
configured to engage feature 260 so that feature 260 is permitted
to move in a direction generally concentric to structure 258 (i.e.,
as door 68 is moved between open and closed positions), but
structure 258 inhibits movement of feature 260 in a direction
generally perpendicular to structure 258. FIG. 15 is a section
taken through the "Number 1 post" 78, looking longitudinally
inboard, with door 70 (or 68, opposite hand) in a partially open
condition in which the guide follower, feature 260, of the upper,
outer portion of the door is seen engaged with the guide, structure
258, near the laterally outboard extremity of its arc.
[0114] In the preferred embodiment, structure 258 includes a web
member 268 and a band, or flange member 259. Web member 268 has an
inner edge cut to conform to the sectional profile of the "number
one post", 78, and the adjoining shear bay panel 76 and shear bay
panel extension 102. The outboard edge of web member 268 is cut on
a circular arc that is centered on axis `X`. Flange member 259 is
formed on the profile of the outboard edge of web member 268, and
is welded to it such that flange 259 extends downwardly from the
plane of web 268. The ends of flange member 259 are bent into
weldable tabs for welding (a) to the inside outboard corner of the
number one post 78 and (b) to the shear bay panel 76.
[0115] In the preferred embodiment, feature 260 is a protrusion in
the nature of bracket 262 having an upwardly extending finger 261.
Bracket 262 is mounted to the outboard vertical door stiffener 133
(or 137 as may be). Finger 261 is spaced radially inwardly relative
to the back of stiffener 133 or 137 of door 68 forming a gap
therebetween. The gap is configured to receive the downwardly
extending flange 259 of structure 258. The gap 266 is comfortably
wider than the thickness of flange 259 to permit movement of door
68 (including attached finger 261) between open and closed
positions when band 259 is located therebetween. This arrangement
permits door 68 to be oriented generally perpendicular to main deck
38 as it is moved between open and closed positions. Radial arm 84
co-operates with guide structure 258, flange 220 and associated
features to direct door 68 when it is moved between open and closed
positions.
[0116] Flange 259 may also be approximately six inches wide so that
it may overlap finger 261. Web 268 may be located or set at an
angle from level, and may have a drain hole at the low point (lying
outboard of the shear bay panel, preferably, so that liquid, such
as rainwater, is directed to a desired location outside the
enclosed space of car 20 more generally. For example, rain water
may be directed away from sidewall 32 and toward number two post
80.
[0117] In operation, flange 259 is located between finger 261 and
door 68. Finger 261 or door 68 (or both) come into sliding contact
with flange 259, and flange 259 encourages door 68 to follow the
arc defined by flange 259. Flange 259 can be provided with a high
density polymer material coating to encourage sliding. All inside
and outside contact surfaces of the track can likewise be coated
(including finger and band).
[0118] A {fraction (3/16)}" steel sheet plate bent to conform to
shape of the roof extends from just longitudinally inboard of the
#2 post 80 past the #1 post 78 to stiffen the end portion of
roof.
[0119] Ballasted Deck Plate
[0120] Rail car 20 has a weight carried by its rail car trucks 23
and 24. Referring to FIGS. 11a and 11b, two or more rail car units
may be joined, for example to form a three unit autorack rail road
car, indicated generally as 340 and 320, respectively. Cars 340 and
320 each have a weight which is carried by their respective rail
car trucks 350, 353, and 354, and 332 and 334. If the rail road car
is configured as an articulated rail car, as shown in FIGS. 11a and
11b, there is a number of rail car units joined at a number of
articulated connectors, and carried for rolling motion along
railcar tracks by a number of railcar trucks. In each case the
number of articulated car units is one more than the number of
articulations, and one less than the number of trucks. In the event
that some of the cars units are joined by draw bars the number of
articulated connections will be reduced by one for each draw bar
added, and the number of trucks will increase by one for each draw
bar added. Typically, articulated rail road cars have only
articulated connections between the car units. All cars described
have releasable couplers mounted at their opposite ends.
[0121] Where at least two car units are joined by an articulated
connector, there are end trucks (e.g., 350, 332) inset from the
coupler ends of the end car units, and intermediate trucks. (e.g.
354, 334) that are mounted closer to, or directly under, one or
other of the articulated connectors (e.g. 356, 330). In a car
having cantilevered articulations, the articulated connector is
mounted at a longitudinal offset distance (the cantilever arm CA)
from the truck center. In each case, each of the car units has an
empty weight, and a design full weight. The full weight is usually
limited by the truck capacity, for example, 70 ton, 100 ton, 110
ton (286,000 lbs.) or 125 ton. In some instances, with low density
lading, the volume of the lading is such that the truck loading
capacity may not tend to be reached without exceeding the
volumetric capacity of the car body.
[0122] Inasmuch as the car weight would generally be more or less
evenly distributed on a lineal foot basis, and as such the interior
trucks would otherwise tend to carry more weight than the coupler
end trucks, a measure of weight equalisation is achieved in the
embodiments of FIGS. 11a and 11b described above by adding ballast
to the end car units in the region of the end trucks. That is, the
dead sprung weight distribution of the end car units is biased
toward the coupler end, and hence toward the coupler end truck
(e.g. 350, 332).
[0123] For example, in the embodiments shown, a first ballast
member is provided in the nature of main deck plate 222 (described
above) of unusual thickness T that forms part of main deck 38 of
the rail car unit. Plate 222 preferably extends across the width of
the end car unit, and from the longitudinally outboard end of the
deck a distance LB. In the embodiments of FIGS. 11a and 11b, plate
222 additionally serves as a rolling surface for rollers 150 and
160, and is the deck plate through which the arcuate guide channel
is made to guide the bottom edges of doors 68 and 70 as described
above. In this case, thickness T may be 11/2 inches, the width may
be 112 inches, and the length LB may be 312 inches, giving a weight
of roughly 15,220 lbs., centered on the truck center of the end
truck 332. Alternatively, thickness T may be a thickness greater
than 3/4 inches, such as 1 inch, 11/4 inches, or 11/2 inches, or
greater. T may, for example, be a thickness in the range of 3/4
inches to 2 inches.
[0124] Various embodiments of the invention have now been described
in detail. Since changes in and or additions to the above-described
best mode may be made without departing from the nature, spirit or
scope of the invention, the invention is not to be limited to those
details.
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