U.S. patent application number 10/991790 was filed with the patent office on 2006-05-18 for railcar bridge plate.
This patent application is currently assigned to Michigan Scientific Transportation Products, L.L.C. Invention is credited to Hugh W. Larsen, Ralph F. Mantela, George E. Marks, Robert M. Popovczak.
Application Number | 20060102045 10/991790 |
Document ID | / |
Family ID | 36384811 |
Filed Date | 2006-05-18 |
United States Patent
Application |
20060102045 |
Kind Code |
A1 |
Larsen; Hugh W. ; et
al. |
May 18, 2006 |
Railcar bridge plate
Abstract
A bridge plate for interconnecting two railcars and supporting
the weight of a vehicle moving between the railcars. The bridge
plate includes a substantially continuous top surface and is formed
as a composite of a plurality of materials. The bridge plate
includes a plurality of longitudinal sections extending from a
bottom surface of the bridge plate, the sections formed by
combining glass fibers and resin that enclose a foam plastic core,
resulting in a lighter weight bridge plate than industry standard
bridge plates. A traction surface can be integrally formed on the
top surface. The bridge plate can include at least one handle. The
assembly can also include a pin assembly for rotatingly engaging
the bridge plate assembly to a railcar. The pin assembly can
include a handle portion accessible from a top surface and/or the
bottom surface of the bridge plate.
Inventors: |
Larsen; Hugh W.; (Milford,
MI) ; Mantela; Ralph F.; (White Lake, MI) ;
Marks; George E.; (Commerce Township, MI) ;
Popovczak; Robert M.; (Novi, MI) |
Correspondence
Address: |
WILLIAM M HANLON, JR;YOUNG & BASILE, PC
3001 WEST BIG BEAVER ROAD
SUITE 624
TROY
MI
48084-3107
US
|
Assignee: |
Michigan Scientific Transportation
Products, L.L.C
Milford
MI
|
Family ID: |
36384811 |
Appl. No.: |
10/991790 |
Filed: |
November 18, 2004 |
Current U.S.
Class: |
105/458 |
Current CPC
Class: |
B61D 3/187 20130101 |
Class at
Publication: |
105/458 |
International
Class: |
E01D 15/12 20060101
E01D015/12 |
Claims
1. An apparatus for supporting a vehicle moving between two rail
cars comprising: a bridge plate formed of glass fibers and resin
including a substantially continuous top surface and a bottom
surface; and the bottom surface defined by a plurality of parallel
longitudinal sections, each section formed of glass fibers and
resin enclosing a foam plastic core;
2. The apparatus of claim I wherein the bridge plate further
comprises: at least one handle.
3. The apparatus of claim 2 wherein the at least one handle further
comprises: a first and second handles.
4. The apparatus of claim 1 wherein the top surface defines a
traction surface integrally formed with respect to the bridge
plate.
5. The apparatus of claim 4 wherein the traction surface further
comprises a plurality of projections spaced outward from an
adjacent top surface.
6. The apparatus of claim 1 wherein the bridge plate further
comprises: a tip portion and a middle portion.
7. The apparatus of claim 1 wherein the bridge plate further
comprises: a pin assembly.
8. The apparatus of claim 7 wherein the pin assembly engages the
bridge plate with respect to a rail car.
9. The apparatus of claim 8 wherein the pin assembly is moveably
associated with respect to the bridge plate.
10. The apparatus of claim 9 wherein the pin assembly further
comprises: a first pin and a second pin.
11. The apparatus of claim 10 further comprising: means for moving
the second pin relative to the bridge plate.
12. The apparatus of claim 11 wherein moving means is accessible to
an operator from the top surface of the bridge plate and the bottom
surface of the bridge plate.
13. The apparatus of claim 10 further comprising: means for biasing
the first pin relative to the second pin.
14. The apparatus of claim 13 further comprising: means for
compressing the biasing means accessible from both the top surface
of the bridge plate and the bottom surface of the bridge plate.
15. The apparatus of claim 1 wherein the bridge plate is formed as
a composite of a plurality of materials.
16. The apparatus of claim 15 wherein one of the plurality of
materials is glass fibers.
17. The apparatus of claim 15 wherein one of the plurality of
materials is a resin resistant to ultraviolet light.
18. The apparatus of claim 15 wherein one of the plurality of
materials is a resin defining a color of the bridge plate.
19. The apparatus of claim 15 wherein one of the plurality of
materials is a resin resistant to acid rain.
20. A method for supporting a vehicle moving between two rail cars
comprising the steps of: forming a bridge plate made of glass
fibers and resin including a substantially continuous top surface
and a bottom surface wherein the bottom surface possesses a
plurality of parallel longitudinal sections formed by glass fibers
and resin enclosing a foam plastic core.
21. The method of claim 20 wherein the forming step further
comprises the step of: forming the bridge plate by one of a
compression molding process and a resin transfer process.
22. The method of claim 21 wherein the forming step further
comprises the step of: integrally forming a traction surface on the
bridge plate.
23. The method of claim 22 further comprising the steps of
rotatingly engaging the bridge plate with respect to a rail car
with a pin assembly having a handle wherein the handle is
accessible from the top surface of the bridge plate and the bottom
surface of the bridge plate.
24. An apparatus for supporting a vehicle moving between two
railcars comprising: a bridge plate formed of glass fibers and
resin including a substantially continuous top surface, the bridge
plate operable to extend between first and second railcars; a
plurality of longitudinal sections extending from a downwardly
facing surface of the bridge plate formed by glass and resin
enclosing a foam plastic core; and means for rotatingly engaging
the bridge plate with respect to at least one of the railcars,
wherein engaging means includes a handle accessible from an
upwardly facing surface defined by the bridge plate.
25. The apparatus of claim 24 wherein the handle is accessible from
the downwardly facing surface.
26. The apparatus of claim 24 wherein the top surface defines a
traction portion.
27. The apparatus of claim 26 wherein the traction portion further
comprises: a plurality of projections extending outward from the
top surface.
28. The apparatus of claim 27 wherein each of the plurality of
projections are spaced a predetermined distance from every other
projection.
Description
FIELD OF THE INVENTION
[0001] The present invention relates to a structure providing
passage over a gap, and more specifically, an apparatus for
supporting a vehicle moving between two railcars.
BACKGROUND
[0002] Vehicles can be transported by rail from a manufacturer to a
dealer or distributor. Railcars for transporting vehicles can
define one or more cavities in which vehicles can be housed during
transport. The cavity can define openings at both ends of the
railcar. A vehicle can be driven through either opening. During the
loading and unloading of railcars with vehicles, two or more
railcars can be engaged with respect to one another such that
openings of the railcar cavities can be adjacent to one another.
However, a gap can be defined between the railcars such that a
vehicle cannot move between railcars without means for spanning the
gap. A bridge plate can span the gap defined between the openings
of the adjacent railcars and a vehicle can pass from one railcar to
another railcar.
[0003] Prior art bridge plates are formed from aluminum and weigh
in excess of thirty (30) pounds. In addition, prior art bridge
plates are substantially flat and are planar along edges. A
traction surface is applied, typically by spraying, to prior art
bridge plates several times over the course of their useful life to
enhance traction of vehicles moving between railcars. Also, prior
art bridge plates are painted bright colors to enhance visibility.
However, the traction surface and the paint wear quickly and must
be reapplied. The contour of the top surface of the current bridge
plate is such that it can collect rain water that may fall while
the bridge plate is installed. In some cases the water freezes and
forms ice that bonds to the bridge plate and increases its weight.
Prior art bridge plates are rotatingly engaged with respect to a
railcar with a handle that is accessible only adjacent a downwardly
facing surface of the prior art bridge plate.
SUMMARY
[0004] The present invention is an apparatus for supporting a
vehicle moving between two railcars. The apparatus includes a
bridge plate formed as a composite of a plurality of materials. The
bridge plate can include a handle portion integrally formed with
respect to the bridge plate. The bridge plate can include a tip
portion that narrows relative to a middle portion of the bridge
plate to enhance stable engagement of the bridge plate with the
railcar.
[0005] The apparatus can also include a traction surface integrally
formed with respect to the bridge plate. The traction surface can
improve the movement of vehicles over the bridge plate.
[0006] The apparatus can also include a pin assembly connectable to
the bridge plate to rotatingly engage the bridge plate with respect
to the railcar. The pin assembly can be removably associated with
respect to the bridge plate. The pin assembly can include a first
pin relatively immovably associated with respect to the bridge
plate when the pin assembly is engaged with respect to the bridge
plate and second pin movable with respect to the bridge plate when
the pin assembly is engaged with respect to the bridge plate. The
pin assembly can also include means for biasing the first pin
relative to the second pin, such as a spring.
[0007] The apparatus can also include means for moving the second
pin relative to the bridge plate. The moving means can include a
handle portion. The handle portion can be accessible to an operator
from a top surface of the bridge plate. Furthermore, the handle
portion can be accessible to an operator from a bottom surface of
the bridge plate.
[0008] The bridge plate can be fabricated as a composite including
a plurality of materials, one of the which can be glass fibers.
Resins can be included with glass fibers to enhance desirable
properties of the bridge plate. For example, one of the plurality
of materials can be a resin resistant to ultraviolet light or
sunlight since the bridge plate may be maintained outside.
Likewise, one of the plurality of materials can be a resin
resistant to acid rain. One of the plurality of materials can be a
resin colored yellow or any other color to eliminate the need to
paint and repaint the bridge plate.
[0009] The bridge plate includes a plurality of longitudinal
sections located on a bottom surface of the bridge plate. The
longitudinal sections are formed by combining glass with a resin,
then wrapping the combined glass and resin around a foam plastic
core.
[0010] The present invention also provides a method of supporting a
vehicle moving between two railcars. The method includes the step
of forming a bridge plate as a composite of a plurality of
materials. The bridge plate can be formed in a compression molding
process or a resin transfer process. The method of forming the
bridge plate can also include the step of integrally forming a
traction surface with respect to the bridge plate.
[0011] The method can also include the step of rotatingly engaging
the bridge plate with respect to a railcar with a pin assembly
having a handle portion. The handle portion can be accessible from
a top surface of the bridge plate and a bottom surface of the
bridge plate.
[0012] The present invention provides numerous advantages over
prior art bridge plates. For example, the bridge plate of the
present invention defines an integrally formed traction surface,
eliminating the need to apply and re-apply a traction surface over
the useful life of the bridge plate. Also, the bridge plate of the
present invention defines an integrally formed gripping portion.
Separately and in combination, the integrally formed traction
surface and the gripping portion features enhance the safety and
ease in handling and positioning the bridge plate with respect to a
railcar. These features also, separately and in combination,
enhance the useful life of the bridge plate. For example, an
operator will be more likely to carry the bridge plate of the
present invention from a railcar to the ground or to a storage
facility, rather than throwing the bridge plate from the railcar.
The gripping portion can also define a traction surface to further
enhance the safety and ease in handling and positioning the bridge
plate with respect to a railcar. Also, the bridge plate of the
present invention can include a pin assembly for rotatingly
engaging the bridge plate with respect to a railcar wherein a
handle of the pin assembly is accessible from the top surface of
the bridge plate. The accessibility of the handle from more than
one surface of the bridge plate can enhance the safety and ease in
handling and positioning the bridge plate with respect to a railcar
and improve the efficiency of work associated with the bridge
plate. For example, an operator need not be required to be
underneath the bridge plate to safely detach the bridge plate with
respect to the railcar. Furthermore, the longitudinal sections
located on the bottom surface of the bridge plate, formed by
combining glass fibers with a resin, then wrapping the combined
glass fibers and resin around a foam plastic core yield the bridge
plate being lighter in weight than standard bridge plates. The foam
cores reduce the bridge plate weight and the glass fibers and resin
wrapped around the foam plastic cores forming the longitudinal
sections still ensure the longitudinal sections maintain the
requisite strength for supporting vehicles moving between two
railcars.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] The description herein makes reference to the accompanying
drawings wherein like reference numerals refer to like parts
throughout the several views, and wherein:
[0014] The various features, advantages and other uses of the
present invention will become comprehensible according to the
following detailed description and drawings in which:
[0015] FIG. 1 is a plan view of a bridge plate according to the
present invention;
[0016] FIG. 2 is a perspective view of the bridge plate shown in
FIG. 1;
[0017] FIG. 3 is a side view of the bridge plate shown in FIG. 1;
and
[0018] FIG. 4 is a perspective view of a first end of the bridge
plate from an upwardly facing surface;
[0019] FIG. 5 is a perspective view of the first end of the bridge
plate from a downwardly facing surface; and
[0020] FIG. 6 is a bottom view of the bridge plate shown in FIG.
1.
DETAILED DESCRIPTION
[0021] Various embodiments of the invention are shown throughout
the figures. The figures include common elements in different
structural configurations.
[0022] Well-known bridge plates are constructed from a material
having a uniform composition and thickness, whereas the thickness
and/or composition of the materials forming a bridge plate 12 of
the present invention can be varied. Resin content, resin type
fiber content, fiber type and fiber orientation of the new bridge
plate is varied throughout the structure in order to more
efficiently manage local stress caused by loading during service.
Radiuses of various sizes and shapes can efficiently manage stress
where vertical, horizontal and/or longitudinal elements of the
structures intersect. This process provides significantly greater
strength for a given weight.
[0023] Referring now to FIG. 1, the present invention provides a
bridge plate assembly 10 including a bridge plate 12 and a pin
assembly 14. The bridge plate 12 can be positioned between two
railcars to span a gap or chasm defined between the railcars and
support movement of a vehicle between the railcars. The bridge
plate 12 is formed as a composite of a plurality of materials as
described in detail hereafter. The bridge plate 12 defines a
traction surface 16. The traction surface 16 can be integrally
formed with respect to the bridge plate 12. The traction surface 16
can be defined by a plurality of projections 108 extending from a
top surface 15. The surface 15 can be a substantially flat surface.
The projections 108 possess a semi-circular shape and can be
arranged in a particular pattern with respect to one another, such
as, an alternate direction pattern where one projection is
horizontally displaced and the next projection is vertically
displaced with respect to a standard x and y axis. Alternatively,
the projections can be randomly positioned with respect to one
another. For example, each of the projections 108 can be spaced a
predetermined distance with respect to every other projection by
defining recesses or projections in a mold. Each of the plurality
of projections 108 can be spaced a first distance from each
adjacent projection, defining a uniform pattern. A non-uniform
pattern by the projections 108 being randomly arranged is also
possible.
[0024] Referring now to FIGS. 1 and 2, the bridge plate 12 can
extend between a first end 34 and a second end 36 along the
longitudinal axis 32. A middle portion 38 can be defined between
the first end 34 and the second end 36. The bridge plate 12 can
extend a predetermined length along the longitudinal axis 32. For
example and not limitation, the bridge plate 12 can be 53-56 inches
long and possess a minimum of 21.5 inches of width. Furthermore,
the bridge plate 12 can be 56 inches long and 22 wide. The bridge
plate 12 can also include downwardly facing channels 40, 42, 44 and
46 as shown in FIGS. 2 and 6.
[0025] Referring now to FIGS. 1 and 3, the second end 36 of the
bridge plate 12 can define a tip portion 52. The width of the tip
portion 52 can be less than a width of the middle portion 38. Also,
a height of the tip portion 52 can be less than a height of the
middle portion 38. The height and width of the tip portion 52 can
be less than the height and width of the middle portion 38 to
enhance the engagement of the tip portion with respect to a
railcar. In particular, tip portion 52 can be configured to provide
clearance for railcar end door stops or horseshoes. In addition,
the configuration of the tip portion 52 can enhance the likelihood
that the tip portion 52 can rest flat with respect to end door
tracks, that loads are applied over the greatest possible surface
area, and that bridge plate wobble is minimized.
[0026] Referring now to FIGS. 2 and 6, the bridge plate 12 can also
include a gripping portion for enhancing removal of the bridge
plate 12 with respect to a railcar. As shown in FIG. 2, the bridge
plate 12 can include gripping portions 54 and 56 integrally formed
with a first side 112 and a second side 114 of the bridge plate 12.
The gripping portions 54 and 56 enhance the likelihood that the
bridge plate 12 can be grasped or gripped by an operator. The
gripping portion 56 can be defined by the channel 46.
[0027] The channel 46 can be downwardly-facing and be sized
differently with respect to an adjacent, similarly facing channel
44. Channels disposed toward a center of the bridge plate 12, such
as channels 42 and 44, can be sized differently than channels
disposed along an edge of the bridge plate 12, such as channels 40
and 46, to enhance the strength of the bridge plate 12 while
concurrently enhancing the ease of operating and positioning the
bridge plate 12. For example, the channels 42 and 44 can be deeper
and/or wider than channels 40 and 46 to enhance the load bearing
capabilities of the bridge plate 12. The channels 40 and 46 can be
smaller than the channels 42 and 44 to enhance the likelihood that
an operator can firmly grasp the bridge plate 12 by one of the
channels 40 and 46 during movement and/or positioning of the bridge
plate 12. An operator of the bridge plate assembly 10 can engage
the bridge plate 12 with at least one of the gripping portions 54
or 56.
[0028] The bridge plate 12 includes a plurality of longitudinal
sections 116, 118 and 120 located parallel to each other and
extending longitudinally from a bottom surface 104 of the bridge
plate 12. The longitudinal sections 116, 118 and 120, for example,
are formed by combining glass fibers with a resin, then wrapping
the combined glass fibers and resin around a foam plastic core. The
longitudinal sections 116, 118 and 120 also form the bottom surface
104. The process is performed by laying a dry glass fiber cloth in
a mold, subsequently, resin is transferred into the mold to
saturate the glass fibers.
[0029] Referring now to FIG. 1, 4 and 5 the pin assembly 14 can
rotatingly engage the bridge plate 12 with respect to a railcar.
The pin assembly 14 can be removably associated with respect to the
bridge plate 12. For example, where either the pin assembly 14 or
the bridge plate 12 is damaged, the damaged component can be
replaced with respect to the other rather than-disposing or
discarding of both components.
[0030] Referring now to FIG. 5, the pin assembly 14 can include a
tube pin assembly 58 and fastener means 64 for removably
associating the tube pin assembly 58 with respect to the bridge
plate 12. The first end 34 of the bridge plate 12 can engage the
tube pin assembly 58. The tube pin assembly 58 can include a tube
60 received by a surface, such as surface 62 shown in FIG. 3,
defined by the first end 34. The surface 62 can be configured to
conform to the configuration of the tube 60. For example, the
surface 62 can be cylindrical. The tube 60 can be engaged with
respect to the bridge plate 12 with fastener means 64, such as one
or more brackets. For example and not meant to be limiting, the
bridge plate 12 can be engaged with respect to the pin assembly 14
by using commonly known fastener means such as bolts.
[0031] An aperture 66 can extend the length of the tube 60. A first
pin 68 can be positioned in the aperture 66. The pin 68 can be
relatively immovably associated with respect to the tube 60 with an
anchor 70 insertable in an aperture defined by the tube 60 and an
aperture defined by the pin 68. Alternatively, the pin 68 can be
movable relative to the tube 60. The pin 68 can be relatively
immovably associated with respect to the bridge plate 12 when the
tube pin assembly 58 is engaged with respect to the bridge plate
12. The tube pin assembly 58 can also include a second pin 72
movable with respect to the tube 60 along a longitudinal axis of
the tube 60. The second pin 72 can be movable with respect to the
bridge plate 12 when the tube pin assembly 58 is engaged with
respect to the bridge plate 12. A spring 74 can be disposed between
the first and second pins 68, 72 biasing the first pin 68 relative
to the second pin 72.
[0032] The assembly 14 can also include a handle 76 for moving the
second pin 72 relative to the bridge plate 12. The handle 76 can
move the second pin 72 to compress biasing means 74. The handle
76-can be accessible from both a top surface 102 of the bridge
plate 12 and the bottom surface 104 of the bridge plate 12.
[0033] The handle 76 is operably associated with the second pin 72
to move the pin 72 with respect to the tube 60. The handle 76 can
include a first handle portion 78 and a second handle portion 80.
The handle 76 can pass through an opening 82 defined by the tube 60
and can engage the second pin 72 to be immovably associated with
respect to the second pin 72. The opening 82 can extend along the
longitudinal axis of the tube 60 a length corresponding to a length
of desired travel of the pin 72 relative to the bridge plate 12. In
operation, the handle 76 can be engaged by an operator via the
first handle portion 78 or the second handle portion 80 and moved
along a path substantially parallel to the longitudinal axis of the
tube 60 toward the pin 68 to move the pin 72. The spring 74 can
bias the pin 72 to an extended-position. The first handle portion
78 can be accessed from a downwardly facing surface 104 of the
bridge plate 12 and the second handle portion 80 can be accessible
from an upwardly facing surface 102 of the bridge plate 12.
The-handle 76 can extend from the pin 72 and opening 82 to pierce
the downwardly facing channel 42 along a side wall 92 of the
channel 42.
[0034] Referring now to FIGS. 4-5, one of the first and second
handle portions 78, 80 can be engaged by an operator to move the
pin 72 along the longitudinal axis of the tube 60 from an extended
position to a retracted position, compressing biasing means 74.
[0035] Referring now to FIG. 1, the bridge plate 12 is fabricated
as a composite from a plurality of materials. The bridge plate 12
can be formed in a resin transfer molding operation or a
compression molding operation. The bridge plate 12 can be
fabricated using a plurality of glass and Kevlar fibers.
[0036] Glass fibers can be desirable because they are strong and
have good resistance to damage resulting from mechanical impact
(when compared to carbon fibers). However, carbon fibers can be
used for forming the bridge plate 12. The glass fibers can be
protected by a 0.020 inch layer of cloth woven from Kevlar.RTM. or
a layer of Hardwire.RTM. cloth that is placed in areas of the
bridge plate that can come in contact with the railcar decks and
deck appliances, such as the bottom of the tip 52 and edges of the
tip 52.
[0037] The bridge plate 12 can be fabricated using resins to
enhance desirable properties of the bridge plate 12. For example,
resins can be incorporated in the mix used to form the bridge plate
12 that are resistant to ultraviolet light, sunlight, acid rain,
and temperature extremes. The bridge plate 12 can be fabricated
from resins that are pigmented such that the bridge plate 12 does
not require painting. For example, the bridge plate 12 can be
formed as a composite of a plurality of materials including a
yellow colored resin. The bridge plate 12 can conform to American
Association of Railroad Specifications such as AAR M951-03. The
bridge plate assembly 10 can be operable to support a vehicle such
as an automobile or a truck moving between two railcars. The bridge
plate assembly 10 can be engaged with a railcar to support any kind
of vehicle transported by rail.
[0038] The materials for forming the bridge plate 12 can be various
high-performance thermoset polymers such as Riehold.RTM. A-31040
urethane or various products from the Xycon.RTM. family of
polymers, for example. These products are tough, provide high
strength, can be molded to provide near-net shape parts, excellent
resistance to environmental conditions such as water, acid rain, UV
light and ozone, are dimensionally stable over time, resistant to
chemicals such as gasoline, diesel fuel, methanol, ethylene glycol,
and lubricating oils common to this environment. These materials
have extremely low (<0.5%) moisture absorption ratings. These
materials are non-toxic and can be recycled under classification
"UP". Bridge plates manufactured from this family of polymers can
be stored or used in ambient temperatures ranging from -40.degree.
to +160.degree. Fahrenheit without a substantial change in
mechanical properties.
[0039] A 0.100 inch to 0.200 inch thick polyurethane coating can be
applied to those areas of the bridge plate that can come in contact
with railcar decks and deck appliances, such as the bottom of the
tip 52 and edges of the tip 52. This coating can provide benefits
in three areas: 1) it can provide additional protection for the
bridge plate structure resulting from mechanical impact with the
railcar deck edges, end-door roller tracks, chock rails, chain
rails, railcar tire guides and chock grating, 2) it can reduce
lateral movement of the bridge plate, with respect to the railcar
deck, when operators walk across the bridge plates during the
loading and unloading operations, and 3) it can reduce the noise
level inside the railcar as vehicles are driven across the bridge
plates when compared to well-known aluminum bridge plates. Products
such as Rhino Linings.RTM., K-Line Polyurethane.RTM., Futura.RTM.
1698 urethane or Futura-Thane.RTM. 22029 can be used. Prior to
application of the polyurethane coating, the areas of the bridge
plate to be coated can be cleaned with Prep-Sol.RTM. and a
high-quality primer can be applied to a thickness of 0.0015''.
[0040] While the invention has been described in connection with
what is presently considered to be the most practical and preferred
embodiment, it is to be understood that the invention is not to be
limited to the disclosed embodiments but, on the contrary, is
intended to cover various modifications and equivalent arrangements
included within the spirit and scope of the appended claims, which
scope is to be accorded the broadest interpretation so as to
encompass all such modifications and equivalent structures as is
permitted under the law.
* * * * *