U.S. patent application number 16/270238 was filed with the patent office on 2019-08-15 for truss plate side sheet assembly.
The applicant listed for this patent is Trinity North American Freight Car, Inc.. Invention is credited to John W. Coulborn, Stephen W. Smith, Jerry W. Vande Sande.
Application Number | 20190248384 16/270238 |
Document ID | / |
Family ID | 67542010 |
Filed Date | 2019-08-15 |
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United States Patent
Application |
20190248384 |
Kind Code |
A1 |
Vande Sande; Jerry W. ; et
al. |
August 15, 2019 |
Truss Plate Side Sheet Assembly
Abstract
A railcar frame includes a first side sheet assembly. The first
side sheet assembly includes a first side sheet, a first top chord,
and a first side sill. The first side sheet includes one or more
truss structures formed within the first side sheet by removing a
plurality of portions of the first side sheet according to a
pattern. The first side sheet has a length along a first axis and a
width along a second axis perpendicular to the first axis. The
first top chord is welded to a top portion of the first side sheet
along the first axis. The first side sill is welded to a bottom
portion of the first side sheet along the first axis opposite the
first top chord.
Inventors: |
Vande Sande; Jerry W.;
(Dallas, TX) ; Smith; Stephen W.; (Dallas, TX)
; Coulborn; John W.; (Dallas, TX) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Trinity North American Freight Car, Inc. |
Dallas |
TX |
US |
|
|
Family ID: |
67542010 |
Appl. No.: |
16/270238 |
Filed: |
February 7, 2019 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62628342 |
Feb 9, 2018 |
|
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|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61F 1/08 20130101; B61D
3/00 20130101; B61D 17/043 20130101 |
International
Class: |
B61D 17/04 20060101
B61D017/04; B61D 3/00 20060101 B61D003/00 |
Claims
1. A railcar frame, comprising a first side sheet assembly, wherein
the first side sheet assembly comprises: a first side sheet,
wherein the first side sheet comprises one or more truss structures
formed within the first side sheet by removing a plurality of
portions of the first side sheet according to a pattern, wherein
the first side sheet has a length along a first axis and a width
along a second axis perpendicular to the first axis; a first top
chord welded to a top portion of the first side sheet along the
first axis; and a first side sill welded to a bottom portion of the
first side sheet along the first axis opposite the first top
chord.
2. The railcar frame of claim 1, further comprising a second side
sheet assembly, wherein the second side sheet assembly comprises: a
second side sheet, wherein the second side sheet comprises one or
more truss structures formed within the second side sheet by
removing a plurality of portions of the second side sheet according
to the pattern, wherein the second side sheet has a length along
the first axis and a width along the second axis perpendicular to
the first axis; a second top chord welded to a top portion of the
first side sheet along the first axis; and a second side sill
welded to a bottom portion of the first side sheet along the first
axis opposite the second top chord; wherein the first side sheet
assembly and the second side sheet assembly are coupled
together.
3. The railcar frame of claim 2, further comprising two bulkhead
end assemblies at opposite ends of the lengths of each of first
side sheet assembly and second side sheet assembly, wherein the
bulkhead end assemblies are each are welded to each of the first
side sheet assembly and the second side sheet assembly.
4. The railcar frame of claim 1, wherein: the pattern comprises one
or more series of alternating triangular removal portions; and
removing the plurality of portions of the first side sheet
according to the pattern forms one or more truss structures with
alternating orientations, wherein the alternating orientations are
reflections about the second axis of the first side sheet.
5. The railcar frame of claim 1, wherein the pattern is symmetric
across the second axis along a midpoint of the first side
sheet.
6. The railcar frame of claim 1, wherein the density of removed
portions of the first side sheet is not uniform across the first
side sheet and the density is based on an anticipated load
distribution on the first side sheet assembly.
7. The railcar frame of claim 1, wherein thicknesses of truss
structures in the plane of the first and second axes within the
first side sheet near one or more anticipated load points are
greater than thicknesses of truss structures further away from the
one or more anticipated load points, wherein the anticipated load
points comprise one or more ends of the first side sheet assembly
and a midpoint of the first side sheet assembly.
8. The railcar frame of claim 1, further comprising one or more
support structures welded to a portion of the first side sheet
assembly, wherein the one or more support structures increases the
load capacity of the railcar frame proximate the one or more
support structures.
9. A method, comprising: providing a first side sheet having a
length along a first axis and a width along a second axis
perpendicular to the first axis; forming one or more truss
structures within the first side sheet by removing a plurality of
portions of the first side sheet according to a pattern; and
welding the first side sheet to a top chord and a side sill to form
a first side sheet assembly of a frame for a railcar.
10. The method of claim 9, further comprising: providing a second
side sheet having a length along a first axis and a width along a
second axis perpendicular to the first axis; forming one or more
truss structures within the second side sheet by removing a
plurality of portions of a sheet of metal according to the pattern;
and welding the second side sheet to a second top chord and a
second side sill to form a second side sheet assembly of the frame
of the railcar; coupling the first side sheet assembly and the
second side sheet assembly together.
11. The method of claim 10, further comprising: welding two
bulkhead end assemblies at opposite ends of the lengths of each of
first side sheet assembly and second side sheet assembly, wherein
the bulkhead end assemblies are each are welded to each of the
first side sheet assembly and the second side sheet assembly.
12. The method of claim 9, wherein: the pattern comprises one or
more series of alternating triangular removal portions; and
removing the plurality of portions of the first side sheet
according to the pattern forms one or more truss structures with
alternating orientations, wherein the alternating orientations are
reflections about the second axis of the first side sheet.
13. The method of claim 9, wherein the pattern is symmetric across
the second axis along a midpoint of the side sheet.
14. The method of claim 9, wherein the density of removed portions
of the first side sheet is not uniform across the first side sheet
and the density is based on an anticipated load distribution on the
first side sheet assembly.
15. The method of claim 9, wherein thicknesses of truss structures
in the plane of the first and second axes within the first side
sheet near one or more anticipated load points of the frame is
greater than thicknesses of truss structures further away from the
one or more anticipated load points, wherein the anticipated load
points comprise one or more ends of the first side sheet assembly
and a midpoint of the first side sheet assembly.
16. The method of claim 9, further comprising welding one or more
support structures to the first side sheet assembly, wherein the
one or more support structures increase the load capacity of the
first side of the frame proximate the one or more support
structures.
Description
RELATED APPLICATIONS
[0001] This application claims the benefit of Provisional
Application Ser. No. 62/628,342, filed on Feb. 9, 2018 and entitled
"TRUSS PLATE SIDE SHEET ASSEMBLY," the contents of which are
incorporated by reference herein in their entirety.
TECHNICAL FIELD OF THE INVENTION
[0002] This disclosure generally relates to railcars, and more
particularly to intermodal well cars.
BACKGROUND
[0003] Railcars, such as well cars, include side sheet assemblies
that, in some railcars, support the load of freight carried within
the railcar. An intermodal well car is a type of railcar designed
to transport intermodal containers (shipping containers). An
intermodal container is a standardized (length, width, etc.)
container for transporting freight using multiple modes of
transportation (e.g., rail, ship, truck, etc.). The well of the
intermodal well car creates a floor lower than a traditional
flatcar. The recessed well facilitates stacking of two intermodal
containers (a double-stack) without exceeding height limitations
for safe passage under bridges, through tunnels, and other
structures.
[0004] Well cars, including intermodal well cars, conventionally
are constructed using side sheet assemblies that transfer a load
from a top chord of the well car to the side sill near the bottom
of the well car. Transporting shipping containers may require side
sheet assemblies that are capable of transferring large loads based
on the weight of the shipping containers. For example, each
container may weight up to 52,900 pounds or 67,200 pounds for
twenty-foot and forty-foot International Standards Organization
(ISO) containers, respectively. To accommodate the load of this
freight carried in the well cars, these side sheet assemblies
conventionally require a complex construction including multiple
layers of sheet metal organized in different overlapping positions
to create different thicknesses of the side sheet assembly and
additional support structures, such as channels, to stiffen
sections of the side sheet assembly that would be subject to higher
loads. This complex construction is both resource intensive,
requiring several processes to create a single side sheet assembly,
and introduces an unnecessary number of construction failure points
at the points of welding the plurality of side sheets and support
structures together during assembly.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] A more complete and thorough understanding of the particular
embodiments and advantages thereof may be acquired by referring to
the following description taken in conjunction with the
accompanying drawings, in which like reference numbers indicate
like features, and wherein:
[0006] FIG. 1 is a perspective schematic of an example well car
with two intermodal containers, according to certain
embodiments;
[0007] FIG. 2 is a perspective schematic of an example well car
without intermodal containers, according to certain
embodiments;
[0008] FIG. 3 is a perspective schematic of an example side sheet
assembly with a truss plate of an example well car, according to
certain embodiments;
[0009] FIG. 4 is a perspective schematic of an example internal
assembly with example side sheet assemblies with truss plates for
the example well car, according to certain embodiments; and
[0010] FIG. 5 is a flowchart diagram illustrating an example method
of constructing a side sheet assembly with a truss plate for a well
car, according to certain embodiments.
SUMMARY
[0011] According to an embodiment, a railcar frame includes a first
side sheet assembly. The first side sheet assembly includes a first
side sheet, a first top chord, and a first side sill. The first
side sheet includes one or more truss structures formed within the
first side sheet by removing a plurality of portions of the first
side sheet according to a pattern. The first side sheet has a
length along a first axis and a width along a second axis
perpendicular to the first axis. The first top chord is welded to a
top portion of the first side sheet along the first axis. The first
side sill is welded to a bottom portion of the first side sheet
along the first axis opposite the first top chord.
[0012] In particular embodiments, the railcar frame further
includes a second side sheet assembly. The second side sheet
assembly includes a second side sheet, a second top chord, and a
second side sill. The second side sheet includes one or more truss
structures formed within the second side sheet by removing a
plurality of portions of the second side sheet according to the
pattern. The second side sheet has a length along the first axis
and a width along the second axis perpendicular to the first axis.
The second top chord is welded to a top portion of the first side
sheet along the first axis. The second side sill is welded to a
bottom portion of the first side sheet along the first axis
opposite the second top chord. The first side sheet assembly and
the second side sheet assembly are coupled together.
[0013] According to another embodiment, a method includes providing
a first side sheet having a length along a first axis and a width
along a second axis perpendicular to the first axis. The method
further includes forming one or more truss structures within the
first side sheet by removing a plurality of portion of the first
side sheet according to a pattern. The method further includes
welding the first side sheet to a top chord and a side sill to form
a first side sheet assembly of a frame for a railcar.
[0014] In particular embodiments, the method further includes
providing a second side sheet having a length along a first axis
and a width along a second axis perpendicular to the first axis.
The method further includes forming one or more truss structures
within the second side sheet by removing a plurality of portions of
a sheet of metal according to the pattern. The method further
includes welding the second side sheet to a second top chord and a
second side sill to form a second side sheet assembly of the frame
of the railcar. The method further includes coupling the first side
sheet assembly and the second side sheet assembly together.
[0015] Certain embodiments described herein may have one or more
technical advantages. For example, certain embodiments provide a
side sheet assembly that include fewer components to assemble,
thereby lowering the complexity of construction. As another
example, the reduction in the number of components may reduce the
number of weld terminations, thereby reducing the points of
potential weld and/or fatigue failure. As yet a further example,
certain embodiments provide a side sheet assembly that are reduced
in weight compared to conventional side assemblies, which allows an
increased freight capacity. As yet another example, the simplified
geometry and construction of the side sheet assembly according to
certain embodiments allows an easier process to coat and paint the
surface of the railcar, increasing the coverage of protective
coatings on the railcar.
[0016] Certain embodiments described herein may have one, none, or
more than one of the above-described advantages or other advantages
as recognized by a person having ordinary skill in the art.
DETAILED DESCRIPTION
[0017] Conventional side sheet assemblies for railcars, such as
well cars, conventionally require a complex construction including
a plurality of side sheets that are welded together in different
overlapping positions to create a single side sheet assembly
suitable to handle the load of the shipping containers.
Additionally, typical well car side sheet assemblies also include
support structures, such as channels, fastened to the side sheets
to provide extra load support at particular locations on the side
sheet assembly. The assembly of the side sheet assembly typically
requires fastening these various components, e.g., by welding side
sheets and support structures together, which creates multiple
potential failure points. Having more potential failure points may
increase the failure rate of the side sheet assembly, thereby
reducing the effective lifespan of the assembly or decreasing the
time between reassembly or maintenance. Furthermore, the complex
assembly requires multiple processes to create the side sheet
assemblies, thereby increasing the possibility of non-uniform
construction and/or wasted resources.
[0018] Accordingly, this disclosure contemplates side sheet
assemblies that are simpler to construct and provide similar or
better support for railcars. While the example of a well car may be
used throughout the disclosure to describe certain embodiments,
certain embodiments of side sheet assemblies discussed herein may
be used with any suitable type of railcar transporting freight.
[0019] Particular embodiments and their respective advantages are
best understood by reference to FIGS. 1 through 5, wherein like
reference numbers indicate like features.
[0020] FIG. 1 is a perspective schematic of an example well car 10
with containers 15. Well car 10 includes a pair of conventional
trucks 12 that hold the wheels on which well car 10 may transport
containers 15 on a railway. Trucks 12 support well 14 of well car
10. Well 14 extends along the length of well car 10 across both
trucks 12. Well 14 includes a recessed well in which transporting
containers 15 may be situated for transportation. Containers 15 may
be intermodal containers (e.g., standardized 20-foot shipping
containers). Well 14 provides a lower floor (i.e., closer to the
rails) for containers 15 than a traditional flatcar. As a result,
well car 10 may transport containers 15 in a stacked configuration
with two containers 15 stacked on top of one another (i.e.,
double-stack transport), as in the illustrated example. Well 14 of
well car 10 may reduce the risk of the stacked containers
encountering clearance problems by lowering the combined height of
containers 15 and well car 10. Well 14 also lowers the center of
gravity of well car 10 compared to a traditional flatcar. Well 14
may also be referred to as a well component or well structure.
[0021] FIG. 2 is a perspective schematic of well car 10 without
containers 15. As described above, well car 10 includes a pair of
conventional trucks 12, which support well 14, extending between
trucks 12. Well 14 may be construed using steel or other metal
components. In a conventional configuration, well 14 includes top
chords 16 and side sills 18. Top chords 16 typically include steel
tube box sections and side sills 18 typically include angled steel
sections. Well 14 may further include side sheets 20 and support
structures 22. As described above, convention wells, such as well
14, may include a plurality of side sheets 20 that are connected
together to form a side of well 14 between side sills 18 and top
chords 16. In particular, side sheets 20 may partially overlap in
different locations across the length of the side of well 14 to
create different areas of different thickness, which provides
additional strength at those locations of the side of well 14. In
this manner, side sheets 20 may fastened together to support the
weight of one or more shipping containers 15.
[0022] Support structures 22, such as channels, may be added to
further support the construction of well 14 by coupling support
structures 22 with side sheets 20 and between top chords 16 and
side sills 18. For example, a support structure 22 may be provided
near the midpoint along the length of well 14 and at the ends of
the side of well 14 to support the increased load usually present
near those locations. In some embodiments, support structures 22
may be a series of posts, stiffeners, or channels that are fastened
to sides sheets 20 to support load bearing of well 14.
[0023] In certain embodiments, well car 10 includes or is an
articulated railcar. An articulated railcar includes multiple wells
14 (e.g., two to five wells 14). Each of multiple wells 14 may be
configured to hold one or two containers 15. Each well 14 or well
structure may be connected to another well 14 via a truck, such as
truck 12. In some embodiments, each well 14 includes a plurality of
side sheets 20 connected together to form the sides of well 14
between their respective side sills 18 and top chords 16.
Accordingly, each well 14 of an articulated railcar may be
construed in a similar manner described above and have an increased
container capacity.
[0024] In certain embodiments, the distribution of weight on well
14 may be uneven or localized more heavily in certain locations on
portions of well. For example, in some embodiments, weight is
distributed across the length of well 14, but the load is highest
at the ends of well 14 and in the middle of well 14. In certain
embodiments, the construction of well 14 may reflect the load
distribution based on the construction the side of well 14
including how side sheets 20 and support structures 22 may are
positioned and oriented together in the construction of the side
sheet assembly. For example, additional overlap or stronger side
sheets 20 may be coupled together proximate the ends of well 14
and/or near the middle of well 14. As another example, additional
or stronger support structures 22 may be located near the higher
load points. In this manner, the load of containers 15 may be
accommodated in well 14 of well car 10.
[0025] These components and construction techniques may increase
the reliability of well 14 in supporting the weight of the
containers 15 but also introduces additional complexity and cost in
assembling well 14. For example, the methods used to assemble side
sheets 20 may introduce additional welding points or connections
between constituent parts of well 14, which may increase the number
of failure points. As another example, having variable thickness of
side sheets 20 to accommodate the localized load points may require
different processes in providing different side sheets and coupling
side sheets 20 together. Further, the addition of support
structures 22 may also introduce additional complexity, requiring
additional welding and more difficult welding to couple support
structures 22 and side sheets 20 with top chords 16 and side sills
18.
[0026] Accordingly, what is desired is an improved assembly and
method of assembly for the sides of wells in well cars. This
disclosure contemplates an improved side sheet assembly that is
simpler to construct and provides similar or better support for
railcars by utilizing a metal side sheet from which material is
removed to form integral trusses. Such assemblies may provide
advantages by reducing the complexity of construction while
maintaining load strength. Embodiments of the improved designs will
be described using FIGS. 3 through 5.
[0027] FIG. 3 is a perspective schematic of an example side sheet
assembly 30 with a truss plate 40 of a railcar, such as well car
10, according to certain embodiments. Side sheet assembly 30
includes a top cord 36, a side sill 38, and a truss plate 40. Top
cord 36 and side sill 38 may be constructed similarly to top cords
16 and side sill 18 described in FIGS. 1 and 2 and serve the same
function for side sheet assembly 30 as the side of well 14 of well
car 10. Side sheet assembly 30 may be used in or as the side of the
railcar. For example, in certain embodiments, truss plate 40
replaces side sheets 20 and support structures 22 as described
above with respect to conventional well cars in FIGS. 1 and 2.
[0028] Truss plate 40 may include one or more sheets of metal. For
example, in certain embodiments, truss plate 40 includes multiple
sheets of metal fastened together to create a uniform thickness
metal plate of a specified length. As another example, truss plate
40 may be constructed from a single metal plate, such as a single
sheet of metal. In certain embodiments, truss plate 40 is
constructed from a monolithic side sheet. The thickness of truss
plate 40 may configured based on the desired load characteristics
and weight considerations in the construction of well car 10. As
described in further detail below, truss plate 40 may be used in
constructing well 14 while simplifying its construction while
maintaining structural support for the container load.
[0029] Truss plate 40 may be constructed by cutting or punching out
(or otherwise removing) portions from a single metal sheet, in
accordance with certain embodiments. For example, truss plate 40
may include one or more removed portions 42. Removed portions 42
may have any suitable shape, including triangular shapes. For
example, orienting removed portions 42 with a triangular shape in
an alternating pattern may form one or more trust structures 44 in
truss plate 40. Truss structures 44 may provide the structural
stability to truss plate 40 while still removing weight of the
metal sheet at removed portions 42. In this manner, truss plate 40
may include one or more truss structures 44 that are integrated
into a monolithic structure, thereby eliminating the need to
separately fasten trusses, which requires additional processing and
introduces potential fastening failure points.
[0030] In other embodiments, removed portions 42 may be non-uniform
or have one or more different shapes, including non-triangular
shapes. For example, in certain embodiments the shapes and or sizes
of removed portions 42 may vary across truss plate 40. For example,
the size and shape of removed portions 42 may differ based on the
location or proximity to different locations along the length of
side sheet assembly 30. As a result, the size and shape of truss
structures 44 may differ along the length of side sheet assembly.
For example, the size and/or shape of removed portions 42 may
differ based on proximity to one or more ends of the side sheet
assembly 30. In particular, removed portions 42 are smaller or are
less dense near the ends of the side sheet assembly 30, as shown in
FIG. 3 where removed portions 44 are half the size at ends of truss
plate 40. As another example, the removed portions 42 may be less
dense at the middle portion equidistant from the ends of side sheet
assembly 30. By decreasing the density near these locations, the
corresponding truss structures 44 created by removing the metal at
removed portions 42 may be thicker, which locally increases the
strength of truss plate 40.
[0031] Although FIG. 3 illustrates an alternating triangular
pattern of removed portions 42, any suitable pattern of removed
portions 42 and corresponding truss structures 44 are contemplated
herein. For example, more than one row of alternating triangular
removed portions 42 may be provided, thereby creating two rows of
truss structures 44. As another example, a non-alternating
triangular configuration of removed portions 42 may be provided. In
particular, removed portions 42 may include only triangular
portions that all oriented with an edge parallel to side sill 38
(similar to the two middle portions of removed portions 42 in FIG.
3) or parallel to top chord 36. As a result, a non-uniform
distribution of metal may be provided such that more metal of truss
plate 40 remains at the bottom or top of truss plate 40,
respectively. Additionally, as noted earlier, non-triangular shapes
may be used. For example, triangles or other shapes with rounded
edges may be used, which may be easier to remove from truss plate
40. Accordingly, truss plate 40 may be customized in a variety of
ways based on removed portions 42 and the resulting truss
structures 44.
[0032] In certain embodiments, truss plate 40, including the
distribution and orientation of removed portions 42 and truss
structure 44 may be based on the expected load distribution on side
sheet assembly 30. For example, as described above in relation to
well car 10, the load carried by well car 10 may be localized near
the ends and near the middle of the sides of well 14. Instead of
overlaying multiple sheets or thicker or additional sheets near
those increased load points, truss plate 40 may include stronger
zones where there is more material, e.g., less removed portions 42
and more or thicker truss structures 44 proximate those areas. For
example, in locations where a higher load is expected, truss plate
40 may include less removed material. As show in the illustrated
example in FIG. 3, only a half triangle is cut out on either end of
truss plate 40 and near the middle portion of truss plate 40 there
is no upside-down triangle removed portion 42 in the middle, only
two triangular removed portions 42 cut to each side. In this
manner, the localized strength of truss plate 40 may be optimized
for different load distributions by constructing truss plate 40
with a particular pattern or sets of locations of removed portions
42 that form truss structures 44 with different shapes,
orientations, and thicknesses.
[0033] If constructed from a single sheet of metal, truss plate 40
may not require any welding or other fastening prior to its
assembly with top chord 36 and side sill 38, according to certain
embodiments. For example, if truss plate 40 is constructed out of a
monolithic sheet of metal, the only processes necessary to
construct truss plate 40 are the removal of removed portions 42.
This may include grinding or punching out removed portions 42,
which does not introduce welding points that run the risk of
failing. Accordingly, the construction of truss plate 40 is greatly
simplified compared to conventional side sheet assemblies described
above. For example, truss plate 40 would not require the need to
weld or otherwise fasten multiple sheets together and avoids the
problems associated in traditional side sheet assemblies that
require multiple sheets to be overlaid and welded in different
configurations to support the load of well car 10. In this manner,
side sheet assembly 30 may reduce the number of weld terminations,
thereby reducing the number of potential weld or fatigue failure
points.
[0034] The construction of truss plate 40 by removing removed
portions 42 does not limit the use of additional support structures
to further enhance the load characteristics of side sheet assembly
30. For example, in certain embodiments, truss plate 40 may be
reinforced by one or more support structures 46, such as support
structures 22 used in in conventional well cars. In some
embodiments, less support structures 46 are used than in
conventional well cars. For example, truss plate may only include a
single support structure 46 at the middle of side sheet assembly
30. Alternatively, truss plate 40 may include no additional support
structures other than the connections with top chord 36 and side
sill 38. For example, as discuss above, the relative strength of
portions of truss plate 40 may be controlled by the size, shape,
and location of removed portions from truss plate 40. Accordingly,
no or less support structures 46 may be needed, because the
strength of truss plate 40 may be optimized to have the requisite
increased strength at those locations based on the distribution of
removed portions 42 without external structures. Accordingly, the
number of weld terminations required to join truss plate 40 may be
reduced.
[0035] Additionally, the reduction or removal of support structures
46 may simplify the geometry and construction of the side sheet
assembly, according to certain embodiments. For example, truss
plate 40 may have one or more a flat surface, which may allow an
easier process to coat and paint the surface of side assembly 30 by
increasing the coverage of protective coatings. If certain
locations are not coated, those locations may form rust or other
degradation spots that may spread and negatively affect the
structure of side sheet assembly 30 and well car 10. In particular,
if no support structures need to be added, the coating surface of
truss plate 40 may remain flat, which makes paint and other
protective coatings easier to apply and to ensure uniform and
complete of coverage.
[0036] FIG. 4 illustrates an example frame 60 of a well car, such
as well car 10 using truss plates 40. For example, an improved well
car may be provided with two side assemblies 30a and 30b
constructed as described above, according to certain embodiments.
Side assemblies 30a and 30b may provide frame 60 with sides that
are integrated into well 14. Side sheet assemblies 30a and 30b may
be connected together to one another by a connecting portion 50.
Connecting portion 50 may couple side sheet assemblies 30a and 30b
together to create frame 60. In certain embodiments, connecting
portion 50 may also be configured to couple frame 60 to one or more
trucks 12. In this manner, an improved well car frame 60 may be
constructed with side assemblies 30 including truss plates 40
formed using removed portions 42 that form internal truss
structures 44. According to certain embodiments, connecting portion
50 is a bulkhead or bulkhead end assembly. The railcar bulkhead
assembly may be connected to side sheet assemblies 30a and 30b by
welding respective portions of side sheet assemblies 30a and 30b,
such as truss plates 40 and/or side sills 38, along the height of
the side sheet assemblies 30a and 30b. In this manner, side sheet
assemblies 30a and 30b may be incorporated within a frame 60 of the
well car. In certain embodiments, a floor (not separately
illustrated) may be incorporated with frame 60, thereby forming a
well for a well car, such as well car 10.
[0037] FIG. 5 is a flowchart diagram illustrating an example method
500 of constructing a side sheet assembly for a rail car with a
truss plate, according to certain embodiments. Method 500 may begin
at step 510, in which a first side sheet is provided having a
length along a first axis and a width along a second axis
perpendicular to the first axis. For example, a single metal sheet
may be provided having the desired length and width of the side of
a well car, such as well car 10. In certain embodiments, the side
sheet may be first processed to give the side sheet its final outer
shape by cutting off the edges of the side sheet according to a
predetermined shape and size of a side of the frame.
[0038] At step 520, one or more truss structures are formed within
the first side sheet. In particular, a plurality of portions of the
first side sheet may be removed according to a pattern to form the
one or more truss structures. For example, an alternating pattern
of triangular shapes removed from the first side sheet may cause
the formation of alternating truss structures within the first side
sheet. Forming the truss structures within the first side sheet
reduces the amount weld terminations and processing required by
conventional techniques that require fastening separate components
to form trusses.
[0039] The pattern used to remove portions of the first side sheet
may be any suitable pattern resulting in a structurally sound first
side sheet. For example, the pattern may be based on the desired
load capacity of the side sheet and frame of the railcar. In
particular, the pattern may call for the removal of the maximum
amount of material from the first side sheet without reducing the
load capacity below a predetermined threshold. As another example,
the pattern may have a non-uniform density of removed portions of
the side sheet. The density provided by the pattern may be based on
an anticipated load distribution, thereby accounting for an
increased load by increasing the truss strength at high-load points
by increasing the thickness of the trusses near those high-load
points. Any suitable method of removing the portions from the first
side sheet are contemplated herein, including cutting, grinding, or
punching out the portions of the first side sheet.
[0040] Once the truss structures have been fully formed within the
first side sheet, at step 530, the first side sheet is welded to a
top chord and a side sill to form a first side of a frame for a
railcar. The top chord may run across the length of the first side
sheet across a top of the first side sheet and the side sill along
the length of the first side sheet across a bottom of the first
sheet on the opposite side. In this manner, an improved side sheet
assembly, e.g., side sheet assembly 30 with truss plate 40 together
with top chord 36 and side sill 38, may be constructed. The side
sheet assembly may be integrated as part of the frame of a well car
or any other suitable railcar.
[0041] Modifications, additions, or omissions may be made to method
500 depicted in FIG. 5. Method 500 may include more, fewer, or
other steps. For example, steps may be performed in parallel or in
any suitable order. As another example, method 500 may include
further steps of creating a second side of the frame for the
railcar in a similar manner as steps 510, 520, and 530. In this
manner, a pair of sides may be constructed and coupled together to
complete the frame of the well car. As yet another example, the
method may further include the step of coupling the frame to one or
more railcar trucks configured to hold a set of railcar wheels.
Further processing of the frame of the well car may be carried out
as in the ordinary course of construction to produce a fully
constructed well car, such as well car 10 with well 14,
incorporating the improved truss plate assembly resulting from
embodiments of the example method in FIG. 5.
[0042] As a result, particular embodiments of the present
disclosure may provide numerous technical advantages. For example,
certain embodiments provide a side sheet assembly that include
fewer components to assemble, thereby lowering the complexity of
construction. As another example, the reduction in the number of
components may reduce the number of weld terminations, thereby
reducing the points of potential weld and/or fatigue failure. As
yet a further example, certain embodiments provide a side sheet
assembly that are reduced in weight compared to conventional side
assemblies, which allows an increased freight capacity. As yet
another example, the simplified geometry and construction of the
side sheet assembly according to certain embodiments allows an
easier process to coat and paint the surface of the railcar,
increasing the coverage of protective coatings on the railcar.
[0043] Although several embodiments have been provided in the
present disclosure, it should be understood that the disclosed
systems and methods might be embodied in many other specific forms
without departing from the spirit or scope of the present
disclosure. The present examples are to be considered as
illustrative and not restrictive, and the intention is not to be
limited to the details given herein. For example, the various
elements or components may be combined or integrated in another
system or certain features may be omitted, or not implemented.
[0044] In addition, techniques, systems, subsystems, and methods
described and illustrated in the various embodiments as discrete or
separate may be combined or integrated with other systems, modules,
techniques, or methods without departing from the spirit or scope
of the present disclosure. Other items shown or discussed as
coupled or directly coupled or communicating with each other may be
indirectly coupled or communicating through some interface, device,
or intermediate component whether electrically, mechanically, or
otherwise. Other examples of changes, substitutions, and
alterations are ascertainable by one skilled in the art and could
be made without departing from the spirit and scope disclosed
herein.
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