U.S. patent number RE41,261 [Application Number 11/202,398] was granted by the patent office on 2010-04-27 for center beam car with deep upper beam structure.
This patent grant is currently assigned to National Steel Car Limited. Invention is credited to James W. Forbes, Alistair Wilson.
United States Patent |
RE41,261 |
Forbes , et al. |
April 27, 2010 |
Center beam car with deep upper beam structure
Abstract
A center beam car has a main deck structure extending laterally
from a main center sill, a laterally extending top truss structure,
and a central vertically oriented web work structure for carrying
vertical shear loads. The center beam so formed defines bunks upon
in which to carry cargo. The upper region of the web-work structure
includes a deep upper beam structure that has downwardly extending
planar surfaces. The surfaces provide a bearing area against which
bundled loads can be secured. The surfaces are inwardly reinforced
to discourage deflection between adjacent upright members of the
vertical web work.
Inventors: |
Forbes; James W.
(Campbellville, CA), Wilson; Alistair (Brantford,
CA) |
Assignee: |
National Steel Car Limited
(CA)
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Family
ID: |
23817443 |
Appl.
No.: |
11/202,398 |
Filed: |
August 11, 2005 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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09457615 |
Dec 8, 1999 |
6237506 |
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Reissue of: |
09621304 |
Jul 20, 2000 |
06604470 |
Aug 12, 2003 |
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Current U.S.
Class: |
105/355; 410/31;
105/404 |
Current CPC
Class: |
B61D
17/04 (20130101); B61D 3/16 (20130101); Y02T
30/34 (20130101); Y02T 30/00 (20130101) |
Current International
Class: |
B61D
17/00 (20060101) |
Field of
Search: |
;410/12,100,97,103,106
;242/401 ;254/380 ;105/355,404,396,411,414 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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1265388 |
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Feb 1990 |
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CA |
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2313834 |
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Jan 2002 |
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CA |
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0306584 |
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Mar 1989 |
|
EP |
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37659 |
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Jan 1933 |
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NL |
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Other References
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209-214. cited by other .
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155. cited by other .
Car Builders' Cyclopedia of American Practice, 19th ed.,
Simmons-Boardman Publishing Corporation, New York, NY, 1953, pp.
284-285. cited by other .
Railway Age Weekly, Simmons-Boardman Publishing Corporation,
Boston, Conn., Jan. 5, 1959, p. 19. cited by other .
Car Builders' Cyclopedia of American Practice, 21st ed.,
Simmons-Boardman Publishing Corporation, New York, NY, 1961, pp.
168-172. cited by other .
Car Builders' Cyclopedia of American Practice, 21st ed.,
Simmons-Boardman Publishing Corporation, New York, NY, 1961, pp.
447-448. cited by other .
Railway Age Weekly, Simmons-Boardman Publishing Corporation,
Boston, Conn., 1965, pp. 22-23. cited by other .
Blodgett, Omer W., "Rigid-Frame Knees (Elastic Design)" in Design
of Welded Structures, James F. Lincoln Arc Welding Foundation, Jun.
1966, pp. 5.11-1 to 5.11-20. cited by other .
Railway Age Weekly, Simmons-Boardman Publishing Corporation,
Boston, Conn., Mar. 20, 1967, p. 15. cited by other .
Railway Age Weekly, Simmons-Boardman Publishing Corporation,
Boston, Conn., Dec. 18, 1967, p. 58. cited by other .
Railway Age Weekly, Simmons-Boardman Publishing Corporation,
Boston, Conn., Feb. 19, 1968. "RSP Carbuilding Shop Adds Repair
Facility", 1 page. cited by other .
Railway Age Weekly, Simmons-Boardman Publishing Corporation,
Boston, Conn., Apr. 28, 1969. "Meet the Convertibles!", 1 page.
cited by other .
Car and Locomotive Cyclopedia of American Practice, 2nd ed.,
Simmons-Boardman Publishing Corporation, New York, NY, 1970, p.
126. cited by other .
Car and Locomotive Cyclopedia of American Practice, 2nd ed.,
Simmons-Boardman Publishing Corporation, New York, NY, 1970, pp.
287 + 289. cited by other .
Car and Locomotive Cyclopedia of American Practice, 3rd ed.,
Simmons-Boardman Publishing Corporation, New York, NY, 1974, pp.
S3-165 + S3-173 to S3-176. cited by other .
Car and Locomotive Cyclopedia of American Practice, 3rd ed.,
Simmons-Boardman Publishing Corporation, Omaha, Nebraska, copyright
1974, pp. 73 + 76. cited by other .
The Car and Locomotive Cyclopedia of American Practice, 4th ed.,
Simmons-Boardman Publishing Corporation, Omaha, Nebraska, copyright
1980, pp. 242, 243 + 256 . cited by other .
The Car and Locomotive Cyclopedia of American Practice, 5th ed.,
Simmons-Boardman Publishing Corporation, Omaha, Nebraska, copyright
1984, p. 169. cited by other .
Various photographs showing a dropped deck center beam car bearing
model No. THRX 3001 manufactured by Thrall (date and location
unknown). cited by other .
Photographs showing a flatcar bearing model No. BCOL 866688 (date
and location unknown). cited by other .
Various photographs showing a center beam car bearing model No.
BNSF 564124 (date and location unknown). cited by other .
Illustration showing a model of a car built for Pulpwood Service in
1963. cited by other .
Various photographs taken on Sep. 19, 2000, Chicago, Illinois, USA,
showing a dropped deck center beam car bearing model No. THRX 3001
manufactured by Thrall. cited by other .
Various photographs taken on Sep. 27, 2000, Campbellville, Ontario,
Canada, showing a flatcar bearing model No. CN 602376. cited by
other .
Various photographs taken on Sep. 27, 2000, Milton, Ontario,
Canada, showing a flatcar bearing model No. BCOL 52098. cited by
other .
Railway Age Weekly, Simmons-Boardman Publishing Corporation,
Boston, Conn., Jul. 29, 1968, p. 42D. cited by other .
Various photographs taken on Apr. 24, 2001 at the Frid Street Yard,
Hamilton, Ontario, Canada, showing a dropped deck center beam car
bearing model No. GCFX 1002 manufactured by Alstrom.. cited by
other .
Various photographs taken on Sep. 4, 2001 at the Frid Streed Yard,
Hamilton, Ontario, Canada, showing a dropped deck center beam car
bearing model No. GBRX 20003 manufactured by Gunderson. cited by
other .
Various photographs taken on Oct. 31, 2001 at the Frid Street Yard,
Hamilton, Ontario, Canada, showing a dropped deck center beam car
bearing model No. GBRX 20003 manufactured by Gunderson. cited by
other .
Various photographs taken on May 17, 2001 at the Savage Reload
Facility, Chicago, Illinois, USA, showing a dropped deck center
beam car bearing model No. GBRX 20003 manufactured by Gunderson.
cited by other.
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Primary Examiner: Le; Mark T
Attorney, Agent or Firm: Hahn Loeser & Parker LLP Minns;
Michael H.
Parent Case Text
This application is a continuation of U.S. patent application Ser.
No. 09/457,615 filed Dec. 8, 1999.
Claims
I claim:
1. A center beam rail road car having a longitudinal centerline,
the rail road car being supported by rail car trucks at either end
thereof, said railroad car comprising: a cargo support structure
borne between the trucks, upon which cargo can be carried; said
cargo support structure including decking having a first end, a
second end, and upstanding bulkheads mounted at each of said first
and second ends; each of said bulkheads having a base adjoining
said decking and an upper end upwardly distant therefrom; a web
work assembly including an array of posts mounted along the
longitudinal centerline of the rail road car, said array extending
upwardly of said cargo support structure; said web work assembly
having a lower region adjacent to said cargo support structure, and
an upper region distant from said cargo support structure; an upper
beam located above said web work assembly, said upper beam running
between said upper ends of said bulkheads; said upper beam having
at least one structural member mounted to said upper region of said
web work assembly, said structural member having a longitudinally
extending face against which lading .Iadd.in the form of bundles of
forest products having a length of at least 8 ft, and a depth of at
least 16 inches .Iaddend.placed laterally outward of said posts can
bear.Iadd., said bundles of forest products being oriented such
that the longitudinal axes of the bundles are parallel to the
longitudinal centerline of the rail road car.Iaddend.; and a
reinforcement member extending laterally inward of said face to
discourage lateral deflection of said longitudinally extending
face.
2. The railroad car of claim 1 wherein said longitudinally
extending structural member and said reinforcement member are
portions of a longitudinally extending, formed structural
section.
3. The center beam car of claim 1 wherein said car has a load limit
height lying at a distance measured upwardly of said cargo support
structure, and said face extends from a first height that is at
least as high as said load limit height to a second height that is
lower than said load limit height.
4. The center beam car of claim 3 wherein the distance between said
first and second heights is at least 12 inches.
5. The center beam car of claim 3 wherein the distance between said
first and second heights is at least 24 inches.
6. The center beam car of claim 3 wherein the distance between said
first and second heights is at least 30 inches.
7. The center beam car of claim 1 wherein said face extends between
two posts of said array.
8. The center beam car of claim 1 wherein: said face extends
longitudinally past at least one of said posts; said face has a
portion that is longitudinally distant from said one of said posts;
and said reinforcement stiffens said longitudinally distant
portion.
9. The center beam car of claim 1 wherein said center beam car has
a pair of said faces, one of said faces being located to engage
loads placed laterally to one side of said web work assembly, and
the other of said faces being located to engage loads placed
laterally to the other side of said web work assembly.
10. The center beam assembly of claim 9 wherein said reinforcement
is a web extending between said pair of faces.
11. A center beam rail road car having a longitudinal centerline,
the center beam rail road car being supported by rail car trucks at
either end thereof, said center beam rail road car comprising: a
center sill extending between said trucks; a decking structure
extending laterally of said center sill, upon which loads can be
placed; an open web work structure extending upwardly from said
center sill; an upper beam mounted upon said open web work
structure, said upper beam being mounted to said open web work
structure at a joining interface; said upper beam having a pair of
longitudinally extending, laterally spaced apart, planar members,
said planar members each having a smooth outwardly facing surface
against which .[.cargo.]. .Iadd.lading in the form of bundles of
forest products having a length of at least 8 ft and a depth of at
least 16 inches .Iaddend.placed laterally outboard thereof can
bear.Iadd., said bundles of forest products being oriented such
that the longitudinal axes of the bundles are parallel to the
longitudinal centerline of the rail road car.Iaddend.; and said
upper beam planar members having an outside lateral dimension
matching said open web work structure at said joining
interface.
12. The center beam rail road car of claim 11 wherein said upper
beam and said open web work structure have slope continuity at said
joining interface.
13. The center beam rail road car of claim 12 wherein said open web
work structure has a taper from bottom to top and said planar
members are angled to match the taper of said web work
structure.
14. The center beam rail road car of claim 11 wherein: said open
web work structure includes an array of upright posts spaced along
said longitudinal centerline; said posts have notched upper ends;
and said upper beam has a longitudinally extending chord member
formed to seat in said notched upper ends of said posts.
15. The center beam railroad car of claim 14 wherein said chord
member includes a U-shaped pressing, said planar members being
formed integrally therewith.
16. The center beam rail road car of claim 15 when said U-shaped
pressing has a back and said planar members have an inwardly
stepped shoulder extending therealong for seating in said notches
of said posts.
17. The center beam rail road car of claim 14 wherein said
longitudinally extending chord member is a channel having a back
and legs, said back being of a width to seat in said notches of
said posts, and said planar members being mounted to said legs.
18. The center beam rail road car of claim 14 wherein said
longitudinally extending top chord member is a tube, and said
planar members are side portions of said tube.
19. The center beam railroad car of claim 11 wherein: said web work
structure includes a plurality of upright posts spaced along the
longitudinal centerline of said railroad car and diagonal bracing
mounted thereto; each of said posts has a tapering width transverse
to said longitudinal centerline of said rail road car, said posts
tapering from a wider position adjacent to said decking structure
to narrower portion at a top end adjacent to said upper beam; each
of said posts has a notch defined in said top end thereof; said
upper beam has a first U-shaped formed member seated in said notch,
said first U-shaped member having a back and upstanding legs; a
second U-shaped, formed member having a back and downwardly
extending legs; said legs of said first and second U-shaped members
co-operate to define said planar members; and said legs of said
first and second U-shaped members are formed at an angle matching
the taper of said posts.
20. The center beam rail road car of claim 11 wherein: said posts
have notched upper ends; and said upper beam assembly has a
longitudinally extending chord member formed to seat in said
notched upper ends of said posts.
21. The railroad car of claim 11 wherein said planar members are
each formed of a hollow cell material.
22. The railroad car of claim 11 wherein said planar members are
each formed of a corrugated section with an outer skin, said outer
skin defining said smooth, outwardly facing surface.
23. The railroad car of claim 11 wherein said planar members are
laterally inwardly reinforced to discourage bowing thereof.
24. The railroad car of claim 11 wherein said upper beam includes a
longitudinally extending tube.
25. A center beam car having a longitudinal centerline, the center
beam car being supported by rail car trucks at either end thereof,
said center beam rail car comprising: a center sill extending
between said trucks; a decking structure extending laterally of
said center sill upon which loads can be placed; an open truss
structure extending upwardly from said center sill; said open truss
structure including an upper beam assembly mounted upwardly of, and
parallel to, said center sill; said open truss structure including
an array of posts extending between said center sill and said upper
beam assembly; said upper beam assembly having a pair of
longitudinally extending, laterally spaced apart, planar members,
said planar members each having an outwardly facing surface against
which .[.cargo.]. .Iadd.lading in the form of bundles of forest
products having a length of at least 8 ft and a depth of at least
16 inches .Iaddend.placed laterally outboard thereof can bear,
.Iadd.said bundles of forest products being oriented such that the
longitudinal axes of the bundles are parallel to the longitudinal
centerline of the rail road car; .Iaddend.said outwardly facing
surfaces standing proud of said posts; and said planar members each
having a longitudinally extending reinforcement mounted laterally
inboard thereof to discourage lateral deflection of said faces when
cargo placed laterally outward thereof bears there against.
26. The center beam railroad car of claim 25 wherein said
longitudinally extending structural member and said reinforcement
member are portions of a longitudinally extending, formed
structural section.
27. The center beam car of claim 25 wherein said car has a load
limit height lying at a distance measured upwardly of said cargo
support structure, and said face extends from a first height that
is at least as high as said load limit height to,a second height
that is lower than said load limit height.
28. The center beam car of claim 27 wherein the distance between
said first and second heights is at least 24 inches.
29. The center beam car of claim 27 wherein the distance between
said first and second heights is at least 12 inches.
30. The center beam car of claim 27 wherein the distance between
said first and second heights is at least 30 inches.
31. The center beam car of claim 25 wherein said center beam car
has a pair of said surfaces, one of said outwardly facing surfaces
is located to engage lading placed laterally to one side of said
posts, and the other of said outwardly facing surfaces is located
to engage lading placed laterally to the other side of said posts.
between said surfaces.
32. The center beam car of claim 31 wherein said reinforcement is a
web extending.
33. The center beam railroad car of claim 25 wherein said posts
have outwardly facing flanges, and said flanges and said surfaces
lie in parallel planes.
34. The center beam rail road car of claim 25 wherein said posts
have a taper from bottom to top and said surfaces are angled to
match the taper of said posts.
35. The center beam railroad car of claim 25 wherein said upper
beam assembly includes a U-shaped pressing, said surfaces being
formed integrally therewith.
36. The center beam rail road car of claim 35 wherein said U-shaped
pressing has a back and an inwardly stepped shoulder for seating in
said notches of said posts.
37. The center beam rail road car of claim 25 wherein said upper
beam assembly includes a channel having a back and legs, said back
being of a width to seat in said notches of said posts, and said
legs defining said surfaces.
38. The center beam rail road car of claim 25 wherein said upper
beam assembly includes a longitudinally extending top chord member,
said top chord member is a tube, said tube has side portions, and
said surfaces are defined by said side portions of said tube.
39. The railroad car of claim 25 wherein said posts have a
laterally outwardly facing flange, and said surface stands proud
thereof a distance less than 3/4 inches.
40. The railroad car of claim 25 wherein said planar members are
each formed of a hollow cell material having an outwardly facing
skin.
41. The railroad car of claim 25 wherein said upper beam assembly
includes a tube, said laterally spaced apart planar members being
sides of said tube.
42. A rail road car having a longitudinal centerline, comprising: a
pair of rail car trucks and a center beam assembly carried
thereupon; said center beam assembly having a center sill; a cargo
support structure extending laterally of said center sill assembly;
and a plurality of posts extending upwardly from said center sill,
said cargo support structure including decking having a first end,
a second end, and upstanding bulkheads mounted at each of said
first and second ends; each of said bulkheads having a base
adjoining said decking and an upper end upwardly distant therefrom;
said posts having a lower region adjacent said center sill and an
upper region distant from said center sill; a non-consumable,
longitudinally extending upper beam assembly mounted to said upper
region of said posts and running between said upper ends of said
bulkheads, said upper beam assembly including a longitudinally
extending structural member presenting a bearing surface facing
laterally outward, against which .[.cargo.]. .Iadd.lading in the
form of bundles of forest products having a length of at least 8 ft
and a depth of at least 16 inches .Iaddend.can bear, .Iadd.said
bundles of forest products being oriented such that the
longitudinal axes of the bundles are parallel to the longitudinal
centerline of the rail road car; .Iaddend.said bearing surface
being reinforced to discourage lateral deflection thereof.
43. The railroad car of claim 42 wherein said posts have a
laterally outwardly facing flange and said laterally outwardly
facing bearing surface is mounted flush with said flange.
44. The railroad car of claim 42 wherein said posts have a
laterally outwardly facing flange, and said bearing surface stands
proud thereof a distance less than 3/4 inches.
45. The rail road car of claim 42 wherein said longitudinally
reinforced structural member is formed of a hollow cell material
having an outwardly facing skin.
46. The rail road car of claim 42 wherein said longitudinally
reinforced structural member is formed of a corrugated section with
an outer skin against which objects may bear.
47. The rail road car of claim 42 wherein said longitudinally
reinforced structural member is laterally inwardly reinforced to
discourage bowing thereof between adjacent pairs of said posts.
48. The rail road car of claim 42 wherein said longitudinally
reinforced structural member is a tube.
49. The rail road car of claim 42 wherein said posts have a
laterally outwardly facing flange, and said bearing surface stands
proud thereof.
50. The railroad car of claim 42 wherein said planar members are
each formed of a corrugated section with an outer skin against
which objects may bear.
Description
FIELD OF THE INVENTION
This invention relates generally to center beam rail road cars,
and, in particular, to center beam cars having a deepened upper
beam structure.
BACKGROUND OF THE INVENTION
Center beam railroad cars have a pair of end structures mounted on
railroad car trucks. A center sill extends the length of the car
between the end structures. A deck extends laterally outward from
the center sill above, and between, the end structures. A pair of
end bulkheads stand at the ends of the car and extend transversely
of the rolling direction of the car. A center beam structure,
typically in the nature of a truss, stands upright from the deck
and runs along the longitudinal centerline of the car between the
end bulkheads. The center beam is a deep girder beam whose bottom
flange is the center sill, and whose top flange is the top truss
(or analogous structure) of the car. Typically, a web work
structure for carrying vertical shear loads, such as an open
framework of posts and diagonal braces, extends between the center
sill and the top truss. An upper beam assembly, that is, the upper
or top flange end of the center beam, is usually manufactured as a
wide flange, or flange-simulating truss, both to co-operate with
the center sill to resist vertical bending, and also to resist
bending due to horizontal loading of the car while travelling on a
curve. Center beam cars are commonly used to transport packaged
bundles of lumber, although other loads such as pipe, steel,
engineered wood products, or other goods can also be carried.
The space above the deck on each side of the center beam forms a
bunk upon which bundles of wood can be loaded. The base of the bunk
has risers that are mounted to slant inward, and the center beam
itself is tapered from bottom to top, such that when the bundles
are stacked, the overall stack leans inward toward the longitudinal
centerline of the car. The load is most typically secured in place
using straps or cables. The straps extend from a winch device at
deck level, upward outside the bundles, to a top fitting. The top
fitting can be located at one of several intermediate heights for
partially loaded cars. Most typically the cars are fully loaded and
the strap terminates at a fitting mounted to the outboard portion
of the upper beam assembly. In as much as the upper beam assembly
is narrower than the bundles, when the strap is drawn taut by
tightening the pawl, it binds on the upper outer comer of the
topmost bundle and exerts a force inwardly and downwardly, tending
thereby to hold the stack in place tight against the web of the
center beam.
Each bundle typically contains a number of pieces of lumber,
commonly 2.times.4, 2.times.6, 2.times.8 or other standard size.
The lengths of the bundles vary, typically ranging from 8' to 24',
in 2' increments. The most common bundle size is nominally 32
inches deep by 49 inches wide, although 24 inch deep bundles are
also used, and 16 inch deep bundles can be used, although these
latter are generally less common. A 32 inch nominal bundle may
contain stacks of 21 boards, each 11/2 inch thick, making 311/2
inches, and may include a further 11/2 inches of dunnage for a
total of 33 inches. The bundles are loaded such that the
longitudinal axes of the boards are parallel to the longitudinal,
or rolling, axis of the car generally. The bundles are often
wrapped in a plastic sheeting to provide some protection from rain
and snow, and also to discourage embedment of abrasive materials
such as sand, in the boards. The bundles are stacked on the car
bunks with the dunnage located between the bundles such that a
fork-lift can be used for loading and unloading.
It has been observed that when the straps are tightened, the
innermost, uppermost boards of the topmost bundle bear the greatest
portion of the lateral reaction force against the center beam due
to the tension in the straps or cables. It has also been observed
that when these bundles bear against the vertical posts of the
center beam, the force is borne over only a small area. As the car
travels it is subject to vibration and longitudinal inertia loads.
Consequently the plastic sheeting may tend to be torn or damaged in
the vicinity of the vertical posts, and the innermost, uppermost
boards can be damaged.
The physical damage to these boards may tend to make them less
readily saleable. Further, whether or not the boards are damaged,
if the plastic is ripped, moisture can collect inside the sheeting.
This may lead to the growth of molds, and may cause discolouration
of the boards. In some markets the aesthetic appearance of the wood
is critical to its saleability, and it would be advantageous to
avoid this discolouration.
In part, the difficulty arises because the bearing area may be too
small. Further, the join between the upstanding web portion of the
center beam and the upper beam assembly can coincide with the
height of the topmost boards. This join is not always smooth.
Further still, when the posts are fabricated, the flanges of the
posts may not stand perfectly perpendicular to the webs of the
respective posts. That is, the post flanges may not be co-planar
with the side webs, or legs, of the adjoining top chord, such that
one edge of the flange may be twisted so that it bears harder
against the bundles than another.
It is also desirable that the bundles stack squarely one upon
another. Although it is possible to use wooden battens at the top
end of the center beam, this will tend to cause the top bundle to
sit outwardly of its neighbours. It has been observed that a thin
wooden batten, of 3/4'' thickness may tend to bow inwardly between
adjacent posts, and may not spread the wear load as much as may be
desired. A 11/2 inch thick wooden batten may have a greater ability
to resist this bowing effect. However, the space available for
employing a batten may tend to be limited by the design envelope of
the car. In as much as is advantageous to load the car as fully as
possible, and given that the design of the car may usually reflect
a desire to maximize loading within the permissible operational
envelope according to the applicable AAR standard, the use of a
relatively thick wooden batten may tend to push the outside edge of
the top bundle outside the permissible operational envelope. Wooden
battens may also be prone to rotting if subject to excessive
exposure to moisture, or may be consumable wear items that may
require relatively frequent periodic replacement.
It would be desirable to have an upper beam assembly that is
integrated into the structure, that is formed to spread the bearing
load across a larger area, that would tend to resist the bowing
phenomenon, that would tend not to require frequent replacement,
and that would tend not to be prone to rotting.
SUMMARY OF THE INVENTION
In an aspect of the invention there is a center beam railroad car
having a longitudinal centerline. The railroad car is supported by
rail car trucks at either end thereof. The railroad car comprises a
cargo support structure borne between the trucks, upon which cargo
can be carried. There is a web work assembly including an array of
posts mounted along the longitudinal centerline of the railroad
car. The array extends upwardly of the cargo support structure, and
the array is braced longitudinally. An upper beam assembly
surmounts the web work assembly. The upper beam assembly has
cantilevered wings extending laterally of the longitudinal
centerline. The railroad car has a load limit height defined at a
level measured upwardly from the cargo support structure, and has a
nominal load height that is less than the load limit height. The
nominal load height is at least as great as 32 inches multiplied by
Q, where Q is the integer quotient obtained by dividing the load
limit height by 32 inches. The web work assembly has at least one
skirt member mounted thereto to define a longitudinally extending
face against which loads placed laterally outward thereof can bear.
The skirt member extends from a first height that is at least as
high as the nominal load height to a second height that is at least
six inches below the nominal load height.
In another feature of that aspect of the invention the first height
is at least 2 inches above the nominal load height. In an
additional feature of that aspect of the invention the first height
is at least as high as the load limit height. In another additional
feature of that aspect of the invention the distance between the
first and second heights is at least 12 inches. In still another
additional feature of that aspect of the invention the distance
between the first and second heights is at least 24 inches. In yet
another additional feature of that aspect of the invention the
distance between the first and second heights is at least 30
inches. In a further additional feature of that aspect of the
invention the skirt member extends between two posts of the
array.
In a still further additional feature of that aspect of the
invention each of the posts is located at a longitudinal station
along the longitudinal centerline. The skirt member extends
longitudinally over a range of distance that includes the
longitudinal station of at least one of the posts. The skirt member
has a portion that is longitudinally distant from one of the posts,
and the reinforcement stiffens the longitudinally distant
portion.
In yet another additional feature of that aspect of the invention
the center beam car has a first skirt member and a second skirt
member. The first skirt member has a first face for engaging loads
placed laterally to one side of the web work assembly, and the
second skirt member has a second face for engaging loads placed
laterally to the other side of the web work assembly. In still
another additional feature of that aspect, the reinforcement is a
web extending between the first skirt member and the second skirt
member.
In another aspect of the invention there is a center beam railroad
car having a longitudinal centerline. The center beam car is
supported by rail car trucks at either end thereof. The center beam
railroad car has a center sill extending between the trucks. There
is a decking structure extending laterally of the center sill upon
which loads can be placed. An open truss assembly extends upwardly
from the center sill. An upper beam assembly is mounted upon the
open truss assembly. The upper beam structure includes laterally
extending wing portions and a vertical stem portion. The stem
portion is mounted to the open truss assembly at a joining
interface, and the laterally extending wing portions are mounted to
the stem. The stem includes a pair of longitudinally extending,
laterally spaced apart, first and second skirt members. The first
skirt member has a first outwardly facing surface against which
cargo placed laterally outboard thereof can bear. The second skirt
member has a second outwardly facing surface against which cargo
placed laterally outboard thereof can bear. The center beam car has
an upper load limit height defined at a level between the decking
structure and the laterally extending wings. The first and second
skirt members are located to overlap the load limit height. The
outside lateral dimension of the stem matches the overall outside
dimension of the open truss assembly at the joining interface.
In an additional feature of that aspect of the invention the stem
and the open truss assembly have slope continuity at the joining
interface. In still another additional feature of that aspect of
the invention the open truss assembly has a taper from bottom to
top and the first and second skirt members are angled to match the
taper of the truss assembly. In still yet another additional
feature of that aspect of the invention the car conforms to AAR
plate C, and 49 inches is at least as great as the distance from
the first outwardly facing surface of the first skirt member to the
limit of the AAR plate `C` profile, measured along the load limit
height boundary. In a further additional feature of that aspect of
the invention the open truss assembly includes an array of upright
posts spaced along the longitudinal centerline and bracing. The
posts have notched upper ends; and the stem includes a
longitudinally extending top chord member formed to seat in the
notched upper ends of the posts. In still a further additional
feature of that aspect of the invention the top chord member
includes a U-shaped pressing. The first and second skirt members
are formed integrally therewith. In still yet a further additional
feature of that aspect of the invention the U-shaped pressing has a
back and the first and second skirt members have an inwardly
stepped shoulder extending there along for seating in the notches
of the posts.
In an additional feature of that aspect of the invention the
longitudinally extending top chord member is a channel having a
back and legs. The back is of a width to seat in the notches of the
posts, and the first and second skirt members are mounted to the
legs. In another additional feature of that aspect of the invention
the longitudinally extending top chord member is a tube. The first
and second skirt members are mounted to sides of the tube to leave
a portion of the tube extending downwardly beyond the first and
second skirt members. The notches of the posts are formed to engage
the downwardly extending portion of the tube.
In still another additional feature of that aspect of the invention
the open truss assembly includes a plurality of upright posts
spaced along the longitudinal centerline of the railroad car and
diagonal bracing mounted thereto. Each of the posts has a width
transverse to the longitudinal centerline of the railroad car. The
posts taper from a wider portion adjacent to the decking structure
to a narrower portion at a top end adjacent to the upper beam
assembly. Each of the posts has a notch defined in the top and
thereof. The stem is a top chord assembly having a first U-shaped
formed member seated in the notch. The first U-shaped member has a
back and upstanding legs. A second U-shaped, formed member has a
back and downwardly extending legs. The legs of the first and
second U-shaped members co-operate to define the skirt members. The
legs of the first and second U-shaped members are formed at an
angle matching the taper of the tapered posts.
In another aspect of the invention there is a center beam rail car
having a longitudinal centerline. The center beam rail car is
supported by rail car trucks at either end thereof. The center beam
railroad car has a center sill extending between the trucks, a
decking structure extending laterally of the center sill upon which
loads can be placed, an open truss structure extending upwardly
from. the center sill and an upper beam assembly mounted upon the
open truss structure. The upper beam structure includes laterally
extending wing portions. The open truss structure has a pair of
longitudinally extending, laterally spaced apart, first and second
skirt members mounted thereto. The first and second skirt members
each have an outwardly facing surface against which cargo placed
laterally outboard thereof can bear. The center beam car has an
upper load limit height defined at a level between the decking
structure and the laterally extending wings. The first and second
skirt members are located to overlap the load limit height. The
first and second skirt members have at least one reinforcement
mounted laterally inboard thereof to discourage lateral deflection
of the faces when cargo placed laterally outward thereof bears
against the first and second skirt members.
In a further aspect of the invention, there is a rail road car
having a longitudinal centerline. It comprises a pair of rail car
trucks and a center beam assembly carried thereupon. The center
beam assembly has a lower flange assembly, an upper flange
assembly, and a web assembly extending between the upper and lower
flange assemblies. The web assembly has a plurality of upwardly
extending posts. The posts have a lower region and an upper region.
The web assembly has a non-consumable skirt mounted to the upper
region of the posts. The skirt presents a bearing surface. The
bearing surface faces laterally outward relative to the
longitudinal centerline of said rail road car. Cargo can bear
against the bearing surface.
In an additional feature of that aspect, the posts have a laterally
outwardly facing flange, and the laterally outwardly facing skirt
is mounted flush with the flange. In another alternative additional
feature of that aspect of the invention, the posts have a laterally
outwardly facing flange, and the skirt stands proud of said
outwardly facing flange a distance less than 3/4 inches. In still
another additional feature of that aspect of the invention, the
skirt is formed of a hollow cell material having an outwardly
facing skin. In another alternative additional feature, the skirt
is formed of a corrugated section with an outer skin against. which
objects may bear. In a further additional feature of that aspect of
the invention, the skirt is laterally inwardly reinforced to
discourage bowing thereof between adjacent pairs of posts.
In another aspect of the invention there is a center beam rail road
car having a longitudinal centerline, the rail road car being
supported by rail car trucks at either end thereof The railroad car
has a cargo support structure borne between the trucks, upon which
cargo can be carried. The cargo support structure includes decking
having a first end, a second end, and upstanding bulkheads mounted
at each of the first and second ends. Each of the bulkheads has a
base adjoining the decking and an upper end upwardly distant
therefrom. A web work assembly including an array of posts is
mounted along the longitudinal centerline of the railroad car, the
array extending upwardly of the cargo support structure. The web
work assembly has a lower region adjacent to the cargo support
structure, and an upper region distant from the cargo support
structure. An upper beam is located above the web work assembly.
The upper beam runs between the upper ends of the bulkheads. The
upper beam member has at least one structural member mounted to the
upper region of the web work, the structural member having a
longitudinally extending face against which lading placed laterally
outward of the posts can bear. A reinforcement member extends
laterally inward of the face to discourage lateral deflection of
the longitudinally extending face.
In still another aspect of the invention there is a center beam
railroad car having a longitudinal centerline. The center beam
railroad car is supported by rail car trucks at either end thereof.
The center beam railroad car has a center sill extending between
the trucks; a decking structure extending laterally of the center
sill, upon which loads can be placed; an open web work structure
extending upwardly from the center sill; and an upper beam mounted
upon the open web work structure. The upper beam is mounted to the
open web work structure at a joining interface. The upper beam has
a pair of longitudinally extending, laterally spaced apart, planar
members, the planar members each having a smooth outwardly facing
surface against which cargo placed laterally outboard thereof can
bear. The upper beam planar members have an outside lateral
dimension matching the open web work structure at the joining
interface.
In a further aspect of the invention, there is a center beam car
having a longitudinal centerline, the center beam car being
supported by rail car trucks at either end thereof. The center beam
rail car includes a center sill extending between the trucks; a
decking structure extending laterally of the center sill upon which
loads can be placed; and an open truss structure extending upwardly
from the center sill. The open truss structure includes an upper
beam assembly mounted upwardly of, and parallel to, the center
sill. The open truss structure includes an array of posts extending
between the center sill and the upper beam assembly. The upper beam
assembly has a pair of longitudinally extending, laterally spaced
apart, planar members. The planar members each have an outwardly
facing surface against which cargo placed laterally outboard
thereof can bear. The outwardly facing surfaces stand proud of the
posts. The planar members each have a longitudinally extending
reinforcement mounted laterally inboard thereof to discourage
lateral deflection of the faces when cargo placed laterally outward
thereof bears there against.
In still another aspect of the invention, there is a railroad car
having a longitudinal centerline. The railroad car has a pair of
rail car trucks and a center beam assembly carried thereupon. The
center beam assembly has a center sill; a cargo support structure
extending laterally of the center sill assembly; and a plurality of
posts extending upwardly from the center sill. The cargo support
structure includes decking having a first end, a second end, and
upstanding bulkheads mounted at each of the first and second ends.
Each of the bulkheads has a base adjoining the decking and an upper
end upwardly distant therefrom. The posts have a lower region
adjacent the center sill and an upper region distant from the
center sill. A non-consumable, longitudinally extending upper beam
assembly is mounted to the upper region of the posts and runs
between the upper ends of the bulkheads. The upper beam assembly
includes a longitudinally extending structural member presenting a
bearing surface facing laterally outward, against which cargo can
bear, the bearing surface being reinforced to discourage lateral
deflection thereof.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 shows an isometric, general arrangement view of a center
beam car according to the present invention;
FIG. 2 shows a side view of one half of the center beam car of FIG.
1;
FIG. 3a shows a cross-section of the car of FIG. 2 taken on section
`3a--3a`;
FIG. 3b shows a cross-section of the car of FIG. 2 taken on section
`3b--3b`;
FIG. 4a shows a detail of the section of FIG. 3;
FIG. 4b shows a side sectional view of the detail of FIG. 4a;
FIG. 5a shows a alternate detail to that of FIG. 4a;
FIG. 5b shows a side sectional view of the detail of FIG. 5a;
FIG. 6a alternate detail to that of FIG. 4a;
FIG. 6h shows a side sectional view of the detail of FIG. 6a;
FIG. 7a shows an alternate detail to that of FIG. 4a;
FIG. 7b shows a side sectional view of the detail of FIG. 7a;
FIG. 8a shows an alternate detail to that of FIG. 4a;
FIG. 8b shows a side sectional view of the detail of FIG. 8a;
FIG. 9a shows an alternate detail to that of FIG. 4a;
FIG. 9b shows a side sectional view of the detail of FIG. 9a;
FIG. 10 shows an alternate detail to that of FIG. 4a;
FIG. 11 shows an alternate detail to that of FIG. 4a;
FIG. 12a shows an alternate detail to that of FIG. 4a;
FIG. 12b shows an alternate detail to that of FIG. 12a;
FIG. 12c shows an alternate detail to that of FIG. 12a;
FIG. 12b shows an alternate detail to that of FIG. 12c;
FIG. 12e shows an alternate detail to that of FIG. 12c;
FIG. 12f shows an alternate detail to that of FIG. 12d;
FIG. 13 shows an alternate detail to that of FIG. 4a;
FIG. 14 shows an alternate detail to that of FIG. 4a;
FIG. 15 shows an alternate detail to that of FIG. 4a; and
FIG. 16 shows an alternate detail to that of FIG. 4a.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The description which 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 which follows, 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.
A center beam railroad car is indicated in FIG. 1 generally as 20.
It is carried on railroad car trucks 22 and 24 in a rolling
direction along rails in the generally understood manner of
railcars. Car 20 has a longitudinal centerline 25 lying in a
longitudinal plane of symmetry, indicated generally as 26 which
intersects the kingpin connections of trucks 22 and 24. It will be
appreciated that aside from fittings such as hand grabs, ladders,
brake fittings, and couplers, the structure of car 20 is
symmetrical about the longitudinal plane of symmetry, and also
about a transverse plane of symmetry 28 at the mid-length station
of the car. In that light, a structural description of one half of
the car will serve to describe the other half as well.
The structure of a center beam car is analogous to a deep beam
having a tall central structure to approximate the web of a beam,
or a web-like structure or truss assembly, a wide flange at the
bottom, and a wide flange at the top. In the case of railroad car
20, the central web-work assembly is indicated generally as 30 and
runs in the longitudinal direction (that is, the rolling direction
of the car), the top flange function is served by a top truss
assembly 32, and the lower flange function is performed by a lower
flange assembly in the nature of a lateral support structure 34,
upon which cargo can be placed, and that extends laterally outward
to either side of a main center sill 36.
In detail, as shown in FIGS. 2, 3a and 3b, car 20 has at its lowest
extremity main center sill 36, in the nature of a fabricated steel
box beam that extends longitudinally along the centerline of car 20
throughout its length, having couplers 38 mounted at either end.
Cross bearers 40 extend outwardly from center sill 36 to terminate
at a pair of longitudinal left and right hand side sills 42, 44
that also run the length of the car. In the car illustrated,
alternating cross-bearers 40 and crossties 41 extend laterally
outward from center sill 36 on approximately 4 ft centers. Decking
46 is mounted to extend between cross-bearers 40, and crossties 41
providing a shear connection between adjacent cross-bearers when
side loads are imposed on the car. Tapered risers 48 are mounted
above the cross-bearers to form the base of a bunk for carrying
loads. Risers 48 are tapered so that loads stacked thereupon will
tend to lean inwardly toward the centerline of car 20. The combined
structure of center sill 36, cross-bearers 40, and side sills 42,
44 and decking 46 provides a wide, lower beam or lower flange
assembly extending laterally outward from the longitudinal
centerline of car 20.
At either end of car 20 there are vertically upstanding fore and
aft end bulkheads 50 and 52 which extend from side to side,
perpendicular to the central longitudinal plane 26 of car 20. Each
of bulkheads 50 and 52 has a base portion 53 adjoining decking 46,
and an upper end 51 located upwardly away from decking 46. Running
the full length of car 20 between end bulkheads 50 and 52 is an
array 54 of upright posts 56, 57. Array 54 is reinforced by
diagonal braces 58, 59, that provide a sheer path for vertical
loads.
As also shown in FIGS. 3a and 3b, the array 54 of posts 56 (and 57)
is surmounted by an upper beam assembly 60 that runs between the
upper ends 51 of bulkheads 50 and 52. A deep beam top chord
assembly is identified as 62. An open framework top truss 64 is
mounted above, and connected to deep beam top chord assembly 62.
Truss 64 has lateral wings 65 and 67 that are mounted to extend
outboard from the central plane 26 of car 20 in a cantilevered
manner. Truss 64 has longitudinal stringers 66, cross members 68,
and web members 70 and 72.
Each of posts 56 has a central web 74 that lies in a vertical plane
perpendicular to the plane 26 of car 20. Web 74 is tapered from a
wide bottom adjacent main center sill 36 to a narrow top. The wide
bottom portion is about 131/2 inches wide, and at the top portion
the inward taper is such as to yield a 6 inch width of section at
the junction of top chord assembly 62 and top truss 64. At the
outboard extremities of web 74 there are left and right hand
flanges 76 and 78 that each lie in a longitudinal plane inclined at
an angle a defined (from the vertical) by the slope of the taper of
web 74. In the preferred embodiment, .alpha.is roughly
1.450.degree.. At the top of each post 56, 57 web 74 has been
trimmed back to a pair of tabs 80, 82 at the ends of flanges 76,
78. This yields a seat, socket, relief, or rebate in the nature of
a generally U-shaped notch or slot 84 into which top chord assembly
62 can seat.
A horizontal cross-section of post 56 will generally have an
H-shape, with web 74 lying centrally relative to flanges 76 and 78.
Post 57, by contrast, although tapered in a similar manner to post
56, has a horizontal cross-section of a U-shaped channel, with its
web being the back of the U, and the flanges being a pair of legs
extending away from the back. Each diagonal member 58 (or 59) has a
first end rooted at a lower lug 86 welded at the juncture of the
base of one of the posts 56 and decking 46 and main center sill 36,
and a second diagonal end rooted in an upper lug 88 at the juncture
of another adjacent post 56 and top chord assembly 62. Midway along
its length, diagonal beam 58 (or 59) passes through a post 57
intermediate the posts 56 to which diagonal 58 (or 59) is mounted.
It is intended that the respective flanges of the various posts 56
and 57 lie in the same planes on either side of the central plane
26 of car 20 to present an aligned set of bearing surfaces against
which lading can be placed.
The incline of flanges 76 and 78 is such that they lie at roughly a
right angle to the inward taper of risers 48 so that generally
square or rectangular bundles can be stacked neatly in the
clearance openings of the bunk defined between the underside of the
top truss 64 and risers 48.
In the preferred embodiment of FIGS. 2, 3a, 3b, 4a and 4b, upper
beam assembly 60 can be defined as the combination of top chord
assembly 62 and top truss 64. It has a cross section in the shape,
generally, of a `T`, with the cross-bar of the T being defined by
wings 65 and 67 of top truss 64, and the stem 69 of the `T` being
defined by top chord assembly 62, described more fully below.
Straps 92 are provided to attach to the out board, distal
extremities of wings 65 and 67 of top truss 64, to be wrapped
outboard of the load, and to be tightened by a come-along, a winch,
a pawl-and-ratchet type of mechanism, indicated generally as 94, or
similar tightening device mounted to the respective side sill 42 or
44. An operator turns mechanism 94 with the aid of an extension bar
or handle (not shown). When tightened, straps 92 bear against the
outboard, upper comers of bundles indicated as 96, tending to force
their inboard, upper regions, indicated generally as 98, most
tightly against the upright car structure that extends along plane
of symmetry 26, namely array 54 and the outer shank, or skirt of
stem 69 of upper beam assembly 60.
The preferred embodiment illustrated in FIGS. 2, 3a, 3b, 4a and 4b
has an inside loading clearance indicated as `A` of 137 3/16 inches
perpendicular to rungs 48. It also has a loading limit indicated as
`B` extending perpendicular to the slope of web 74, at a height
1321/2 inches above, and measured perpendicular to, risers 48. The
nominal load height is then 132 inches for 4 bundles at 33 inches
each, including dunnage. The nominal load height, in general, for
311/2 inch bundles of kiln dried lumber is thus the largest integer
multiple of 33 inches that is less than the load limit height. In
the illustrations of FIGS. 2, 3a, 3b, 4a and 4b, this loading limit
permits 49 inch wide bundles to fall within the loading envelope 39
defined by AAR plate `C` as shown by dimension `D` in FIG. 3b.
Dimension `D` also permits a load 131 inches high and 51 inches
wide to fall within the desired loading envelope 39 of AAR plate
C.
Deep beam section 90 is shown in cross-section in FIG. 4a. It
includes a first, or upper formed section 120 in the shape of an
inverted U, having a back 122 and left and right hand legs 124,
126. Legs 124, 126 are splayed outwardly relative to the vertical
at angle a to match the angle of the taper of the flanges of posts
56 and 57. Upper-formed section 120 also has inwardly stepped
shoulders 121 and 123 to accommodate the mating ears of gusset
plates 125 and 127 which join top truss 64 to top chord assembly
62. Deep beam section 90 also includes a second formed section 130
that is generally U-shaped, having a back 132, and a pair of left
and right hand legs 134 and 135. Legs 134 and 135 each have a
proximal region 138, 139 relative to back 132 that is stepped
inwardly to form a shoulder 140 and a neck 142 of a size to nest
between tabs 80, 82 of post 56 (or 57). Tabs 80, 82 are formed by
trimming back web 74 locally to conform to the depth of shoulder
140. Legs 134, 135 also each have an inwardly stepped toe 148, 149
stepped inward a distance equal to the wall thickness of legs 134,
135 such that toes 150, 151 of legs 124, 126 of member 120 can
overlap, and seat outside of, outside toes 148, 149 respectively,
and be fillet welded in place. Legs 134 and 135 are angled inward
to yield slope continuity with both legs 124 and 126 and also with
flanges 76 and 78 of post 56 (or the corresponding flanges of post
57 as the case may be). That is, legs 134 and 135 are toed inward
at the same. angle from the vertical at which legs 124, 126 are
splayed outward such that the exterior surfaces are flush with, and
lying in the planes of, the respective flanges of posts 56 and 57.
The exterior surfaces so defined can be termed skirts.
Gussets 152 and 154 are welded inside formed section 120 and 130
respectively at longitudinal stations along the length of car 20
corresponding to the various longitudinal stations of the webs of
posts 56 and 57 respectively, thus providing a substantially
continuous web from main sill 36 to top truss 64. There is,
however, a web discontinuity between gusset 152 and gusset 154
indicated by gap `G`, seen in FIG. 4b. In light of this
discontinuity, gussets 152 and 154 have a main web leg 156, 157
that, when installed, lies in the vertical plane of web 74 and a
toe 158, 159 extending at a right angle therefrom, lying in a
horizontal plane. The lateral edges of toes 158 and 159 are welded
along the inside faces of toes 148, 149 and 150, 151 respectively
and extend a distance comparable to the width between the
respective toes at that point. In the preferred embodiment the
overall height of top chord assembly 64 is 27 inches, with 1/4 inch
wall thickness on legs 156, 157, 134 and 135. In the preferred
embodiment the length of legs 134, 135 is 13.5 inches, and the
overall length of legs 156, 157 is 14.5 inches. Nominally, shoulder
140 overlaps tabs 80 and 82 by 2 inches. That is, tabs 80, 82
extend 2 inches beyond web 74. Toes 158 and 159 are both 6 inches
long, and the nominal width of gap `G`is about 6.75 inches.
In this way, when assembled, legs 134, 135 and 156, 157 form
respective left and right hand outwardly facing bearing surfaces
against which a load may bear, and over which a reaction force to
tension in the tightening straps can be spread. In the span between
the stations of adjacent posts 56 and 57, the skirts, or bearing
surfaces, formed in this way are reinforced by the laterally inward
web, (that is, back 132) which connects both skirts (that is, legs
124 and 134, and legs 126 and 135). The laterally inward
reinforcement need not be immediately behind the respective skirt
or facing, but rather can be offset, as illustrated in FIG. 4a,
with the influence of the web stiffening the face some distance
away. The web is "inward" of the skirts in the sense of lying
behind, or shy of, the profile of the contact interface with the
wood bundles, since the reinforcement lies toward the centerline of
the rail car, rather than proud of, the respective skirt faces. In
this way an inwardly disposed stiffener will not protrude and rub
against an object bearing against the outwardly facing surface of
the respective skirt.
In an alternative embodiment shown in FIGS. 5a and 5b a deep beam
section 170 has left and right hand formed sections 172, 174
surmounted by a rectangular tube 176, upon which top truss 64 is
mounted. Each of sections 172, 174 has a main sheet 180, an
inwardly stepped shoulder 182, an inwardly extending leg 184 and an
upturned toe 186. In place of gussets 152 and 154, section 170 has
gussets 188, 190 having a main, vertical leg 192, 193 and a
horizontal leg 194, 195. Vertical legs 192, 193 are contoured to
match the inside wall shape of formed sections 172, 174
respectively, and are located at longitudinal stations to
correspond to the longitudinal stations of the webs of posts 56,
57, as above. Vertical legs 192, 193 are separated by a vertically
extending gap having a width `H`. Once gussets 188, 190 are welded
in place, formed sections 172, 174 are welded along the seam where
legs 184 of sections 172, 174 abut along the centerline of car 20.
As above, the step in sections 172, 174 is of a size to seat
between tabs 80, 82 of posts 56 (or 57), and the distal tips of
main sheets 180 are fillet welded to the side faces of tube 176. As
above, there is slope continuity between main sheets 180 and the
corresponding flanges 76, 78 of posts 56, 57.
In the alternative embodiment of FIGS. 6a and 6b, a deep upper beam
assembly 200 has a pair of angle irons 202 and 204 welded
longitudinally inside tabs 80 and 82 of posts 56 and 57. Angle
irons 202 and 204 each have an inwardly extending toe 206, 207
which bottoms on the cut edge of web 74, and an upwardly extending
leg bent to conform to the slope of flanges 76 and 78 of posts 56
and 57. Beam 200 also has a pair of left and right formed sections
208, 209 each having a main sheet portion 210, 211, an inwardly
extending leg 212, 213 and a re-entrant toe 214, 215.
On assembly, L-shaped gussets 216, 217 are welded in each of
sections 208, 209. Gussets 216 and 217 each have a profile to match
the inside profile of the upper regions of main sheet portions 210,
211, legs 212, 213 and toe 214, 215. The toes of gussets 216 and
217 are welded along their outboard edges to the inside face of
main sheet portions 210, 211. Sections 208 and 209 are welded along
the centerline seam between abutting toes 214 and 215. A further,
main, gusset 220 is trimmed to a shape to permit welding of its top
edge to the underside of the toes 218, 219 of gussets 216, 217, its
side edges to the inner face of the lower regions of main sheet
portions 210 and 211; once welded in this manner, the base leg 222
of gusset 220 can be welded to toes 206 and 207 of angle irons 202
and 204, with a plug weld 223 formed to fill the longitudinal gap
therebetween. Gusset 220 is also trimmed to have reliefs 224, 225
to permit entry between the upwardly extending legs of angle irons
202, 204. Gussets 216, 217 and 220 are located at longitudinal
stations that correspond generally to the longitudinal stations of
posts 56 and 57 as the case may be. Legs 212, 213 of sections 208,
209 form, ideally, a flat surface to weld to top truss assembly 62,
as before. Similarly, when installed, main sheet portions 210, 211
have slope continuity with flanges 76 and 78 of posts 56 and
57.
In the alternative embodiment of FIGS. 7a and 7b, a deep upper beam
230 has a pair of formed sections 232, 234, a rectangular steel
tube 236, a main gusset 238 and minor gussets 240 and 242. On
assembly, minor gussets 240 and 242 are welded inside the lower
regions of formed section 232 and 234, being shaped to conform to
the shape of the lower region of outer main sheets 246, 248,
inwardly stepped shoulder 250, 252, and inwardly extending legs
254, 256. A gap `P` is left between the respective inboard edges of
gussets 240 and 242, and their outboard edges are welded to the
inner face of main sheets 246, 248. Gussets 240, 242 are trimmed to
be clear of re-entrant toes 258, 260. Main gusset 238 is welded
upon minor gussets 240, 242, with its lateral edges welded to the
inside face of main sheets 232 and 234. Tabs 262, 264 at the distal
ends of main sheets 246, 248 embrace the outer side faces of steel
tube 234.
In the alternative embodiment of FIGS. 8a and 8b, a deep upper beam
assembly 270 has a longitudinally extending inverted C-channel 272
upon which is welded a generally U-shaped formed section 274 having
a back 276 and upwardly extending legs 278, 280 bent to lie on the
slopes of the flanges of posts 56 and 57, as above. The distal ends
of legs 278 and 280 abut the lower edges of a pair of skirt plates
282 and 284. A weld is formed along the abutting edges of the legs
and skirts. At their furthest ends, skirt plates 282, 284 are
welded to the outside faces of a 4''.times.6'' steel tube 290. Top
truss assembly 62 surmounts assembly 270. Minor gussets 286 are
welded inside C-channel 272 at the longitudinal stations of posts
56 and 57, as above, and gussets 288 are welded inside legs 278,
280 and plates 282, 284 thereby providing a form to define the
angular profile upon which they lie. As before, that profile is
such as to yield a surface lying flush with the outer surfaces of
posts 56 and 57.
The alternate embodiment of deep beam 300 of FIGS. 9a and 9b is
similar to that of FIGS. 8a and 8b, but differs insofar as
C-channel 272 and formed section 274 have been combined into a
singular formed section 302 having inwardly stepped shoulders 304
to yield a plug shaped head 306, similar to that described in the
context of FIGS. 4a. Further, rather than straight legs 278 and
280, formed section 302 has inwardly stepped toes 308 and 310,
again, similar to those shown in FIG. 4a. Skirt plates 312 and 314,
similar to skirt plates 282 and 284, again extend between toes 308
and 310 to terminate on the outer side faces of a rectangular steel
tube 316.
In this instance a large gusset 318 is welded inside section 302,
and plates 312 and 314. Gusset 318 has a vertical leg 320 having a
profile cut to yield the desired slope continuity with the flanges
of posts 56 and 57.
The alternate embodiment of deep beam 330 of FIG. 10 is similar to
that of FIG. 8a. However, as in FIG. 9a, C-channel 272 and formed
section 274 have been supplanted by a single formed section 332
having a back 334, a pair of legs 336, 338 having inwardly stepped
shoulders 337, 339 and a pair of distal toes. A gusset 340 is
mounted within formed section 332 at each of the longitudinal
stations of car 20 corresponding to the longitudinal stations of
the webs of posts 56 and 57, as described above. However, gussets
340 terminate in a horizontal leg lying shy of the tips of the
distal toes of legs 336 and 338 such that another formed section
342 can seat between them. Formed section 342 has a back 344, legs
346, 348 and shoulders 350, 352. An internal stiffener in the
nature of a gusset 354 is located at each of the longitudinal post
stations. Back 344 provides a horizontal web sufficiently close to
top truss assembly 62 that no rectangular steel tube is employed.
As before, the outer faces of legs 346, 348 and legs 334, 336 are
intended to lie in the same planes as the flanges of posts 56 and
57. The external faces of each of formed sections 332 and 342 each
extend about a foot in depth, relative to top truss assembly 62,
and present, more or less, a 2 foot wide skirt, or band, that
overlaps the load limit, and the maximum loading height.
In the embodiment of FIG. 11, a deep beam assembly 360 is generally
similar to deep beam assembly 330, but rather than have
step-shouldered formed sections it has a C-channel 362 for mounting
between tabs 80 and 82 as in FIG. 8a above, with gussets 364
mounted as described in FIG. 8a. Above this is a first pair of
angle irons 366, 368, bent to present outer faces lying on the
desired slope of the flanges of posts 56 and 57. Angle irons 366,
368 are welded on a series of lateral gussets 370, again, at the
longitudinal stations of vertical posts 56 and 57. Angle irons 366
and 368 are also welded along the tips of their inwardly extending
toes 372, 374. Another pair of angle irons 380, 382 are welded on
an array of gussets 384, and along a seam at their inwardly
extending toes 385, 386, and mounted above angle irons 366 and 368,
as shown, such that their generally upwardly extending legs, and
the consequent skirt-like surface they present, lie flush with, and
on the same slopes as, the respective flanges of posts 56 and
57.
The embodiment of FIG. 12a shows a half view of a retrofit
installation. (As the section is symmetrical about the centerline
of the car, only one half is illustrated.) An existing center beam
post is shown as 400. It has a web 402 trimmed down to leave tabs
404 and 405 which lie to either side of, and are welded to, a
rectangular steel tube 406 upon which a top truss assembly 408 is
mounted. A skirt panel 410 is formed with a stiffener in the nature
of an inwardly bent toe 412. The length of main leg 414 is roughly
2 feet, such that its outer face overlaps both the maximum load
height and the load limit height. Toe 412 is trimmed to accommodate
the flanges of post 400 (analogous to posts 56 or 57). An
additional reinforcement, or longitudinal stiffener, in the nature
of angle 416 of a length to lie between successive posts 400, is
welded to the inner face of main leg 414 at an intermediate level
roughly halfway between top truss assembly 408 and toe 412. Angle
416 will tend to cause main leg 414 to resist lateral deflection
between adjacent posts 400, thereby tending to assist in
maintaining main leg 414 in a position to spread loads placed
against it. It is preferred that panel 410 be 3/16 inches thick,
but could be as thick as 1/2 or 5/8 inches. Although panel 410 is
preferably a metal sheet welded to posts 400, a different fastening
means, such as rivets, bolts or the like, could be used. A smooth
steel face is preferred, but other metals, such as aluminum, could
be used, or a suitable, rot resistant, UV resistant polymer could
be selected, either as a solid sheet or as a face coating or layer,
or sheet, upon a metal substrate. It is preferred that the material
chosen be a non-consumable material, that is, one that may tend not
to be prone to require frequent replacement such as may be required
if softwood lumber battens are used, and also one that has little
or no tendency to develop wood rot or to support the growth of
molds.
Panel 410 need not be integrally formed with bent toe 412, but
could be fabricated by using a flat sheet 420 as the external face
plate, with an angle iron 422, or similar stiffener, welded along
the inward facing bottom edge of the face plate between pairs of
posts 400, as indicated in the other half view shown in FIG.
12b.
FIG. 12c is again a half section, showing a hollow cell panel 424
in place of panel 410. Hollow cell panel 424 has an external skin
426, an internal skin 428, and an intermediate hollow cell core 427
for carrying shear between skins 426 and 428. The hollow cells
usually have a hexagonal columnar shape, the columns running
perpendicular to the skins. The thickness of hollow cell panel 424
has been exaggerated for the purposes of illustration. Although
skins 426 and 428 may be made of steel, they may also be made of
other substances, such as structural polymers, reinforced polymers,
aluminum, or other suitable material.
FIG. 12d is similar to FIG. 12c, but web 430 of post 432 has been
trimmed back to permit outwardly facing external face 434 of hollow
cell panel 436 to lie flush with flange 438 of post 432. Hollow
cell panel 436 is similar in construction to hollow cell panel 424,
having a pair of skins and a hollow core.
FIGS. 12c and 12f correspond to FIGS. 12c and 12d respectively, and
illustrate the use of a corrugated core sandwich, either standing
proud of the flange of the post, as illustrated by sandwich 429 in
FIG. 12e, or flush with a trimmed down flange 431 as shown by
sandwich 433 in FIG. 12f. The corrugated sandwiches have inner and
outer metal skins, with a reverse folded, corrugated core
maintaining the skins in a spaced apart, parallel planar
relationship.
In each of the embodiments illustrated in FIGS. 12a, 12b, 12c, 12d,
12e and 12f the vertical extent of the skirt can be chosen
according to the lading customarily carried by the car. As noted
above, in general the skirt overlaps the nominal loading height,
and extends a modest distance below the nominal loading height,
whether 6 inches, 12 inches, 18 inches, 24 inches, 30 inches, or 36
inches. The skirt may also tend to overlap the maximum load limit
height, and, further still, to be joined at a welded lap joint to
the top chord, or top chord assembly.
The embodiment of FIG. 13 shows a deep beam assembly 440 that is
similar to deep beam assembly 360 of FIG. 11 but does not have
slope continuity with the flanges of posts 56 and 57. Rather, the
sides 442 and 444 of deep beam assembly 440 are parallel, and rise
generally vertically.
The embodiment of FIG. 14 is similar to the embodiment of FIG. 13,
except insofar as it has a single formed section 446 with shoulders
448 in lieu of a C-channel 450 and section 452. Similarly, its
upper formed section 454 also has shoulders 456, in contrast to
upper section 458 of assembly 440.
In the embodiment of FIG. 15 deep beam assembly 470 has an inverted
U-shaped formed section 472 having parallel legs 474, 476. A notch
has been cut in web 478 of post 480 such that a longitudinally
extending rectangular steel tube 482 can seat between tabs 484 and
486 of flanges 488 and 490. The distal tips 492 and 494 of legs 474
and 476 are welded along the side faces of tube 482. In the
embodiment of FIG. 16 a formed section 500 is used in place of
rectangular steel tube 482. In the cases of both FIG. 15 and FIG.
16, the overall depth of the side skirts defined by legs 474, 476
or 502, 504, is roughly half that of the embodiments of FIGS. 4a,
5a, 6a, 7a, and 8a, being roughly 1 foot. This width overlaps both
the load limit height and the maximum load height.
In the preferred embodiment of FIGS. 2, 3a, 3b, 4a and 4b, legs 76
and 78 extend from a root at the join to top truss 64 to a level
below the upper load limit. Although other cargoes can be carried,
the 132 and 1/2 inch load limit corresponds to a stack of 4 bundles
of sawn lumber, each bundle being 32 inches thick and 49 inches
wide for a total of 128 inches, with 1 and 1/2 inch thick dunnage
between the bundles, for an additional 4 and 1/2 inches, legs 76
and 78 are roughly 24 inches long so that the bottom edge of legs
76 and 78 will extend down half the height of the top bundle to act
as a skirt against which a larger bearing area of the bundle can
bear, as compared to the width of the flanges of posts 56 by
themselves. The skirt has a mid level reinforcement between its
upper and lower extremities, namely web stiffener 84 to discourage
lateral deflection of the skirt, or bowing inward.
In alternative embodiments, the level of the bottom edge of the
legs could be as little as one board (1 and 1/2 inches, kiln dried
wood) below the top edge of the design bundle height, but is
expected to be most commonly 12 inches, 24 inches (as in the
preferred embodiment) or 30 inches deep when measured from the join
to the top truss.
It is possible to manufacture a generally similar center beam car
to fall within the loading profile defined by AAR plate `F`, or
some other height. In that case, the desired load limit height is
the height that is the largest integer multiple of 33 that is less
than the clearance opening. The minimum height of the bottom edge
of the leg, or skirt, is desirably 1 and 1/2 inches or more below
the nominal load height, typically such that the overall height of
the skirt is, nominally, an integer multiple of 6 that is at least
12 inches. Preferably, the skirt extends to a height that is at
least half way down the top bundle of the nominal design load, and
possibly to a height that is the full depth of the top bundle.
Although the main deck could be a continuous decking structure,
this need not necessarily be so. The main deck, or lower beam
structure could be in the form of an open truss, or grid work. Car
20, is preferably a car of all-steel construction. However,
although the web work assembly of the center beam, and the top
truss section is preferably a welded steel fabricated structure, it
could be made of aluminum.
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, but only by the appended claims.
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