Note: Descriptions are shown in the official language in which they were submitted.
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~1UTORACK RAILCAR STRUCTURE
This invention relates to structures for railcars such as may be applicable,
for example, to
railcars for carrying automobiles, trucks or other vehicles in a multiple deck
arrangement.
BACKGROUND OF THE INVENTION
As a general principle of railcar design and operation it is advantageous to
maximize the
ratio of gross (fully loaded) car weight to light (empty) car weight, so that
effort expended to
drive a train is used to move freight, rather than merely to move the weight
of the railcars. This
can be done in three ways. First, the weight of the load can be increased, up
to a regulated limit.
Second, the weight of the railcar can be reduced. Third, the versatility of
the railcar can be
improved so that it spends less time rolling empty or partially empty. In
applying this principle to
automobile carrying railcars, improvements in the versatility of stacking more
than one layer of
automobiles per car and in reducing railcar weight tend to improve energy
efFlciency per unit of
weight carried.
Railcars have long been used to carry automobiles. An early method was to
carry
automobiles or trucks on standard flat cars. In the flatcar type of design,
the automobiles were
loaded on a flat deck, and the main fore-and-aft structural member of the
railcar was a centre sill.
Automobiles are a relatively low density load, unlikely ever to reach the
railcar lading limits.
Consequently, from at least as early as U. S. Patent No.1,229,374 issued June
12, 1917 to
Youngblood, attempts have been made to stack vehicles and thereby increase the
load carried by
each railcar.
One way to allow higher stacking was to use a centre-depressed railcar as
shown in U. S.
Patent No.1,894,534 issued October 9, 1931 to Dolan, in which the main fore-
and-aft structural
members, a pair of side sills, drop down between the railcar trucks. Dolan
employed individual
stacking units for each automobile lifted. One of the evident disadvantages of
Dolan is the need
to adjust the height of each lifting unit separately, which may have been a
time consuming process.
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By contrast, Youngblood used a full length lifting deck which permitted two
loading
configurations - a lowered position, and a raised position.
Youngblood shows a lifting structure installed on an existing car and
surrounded by box
car sides. Later designs show a flatcar deck and spaced apart vertical
stanchions from which the
automobile decks are suspended. This kind of flat-car with stanchion structure
is shown, for
example, in U. S. Patent No.3,119,350 issued January 28, 1964 to Bellingher;
U. S. Patent
No.3,205,836 issued September 14, 1965 to Wojcikowski; U. S. Patent
No.3,221,669 issued
December 7, 1965 to Baker et al., U. S. Patent No.3,240,167 issued March 15,
1966 to Podesta
et al.; and U. S. Patent No.3,547,049 issued December 15, 1970 to Sanders. The
full length, flat
deck tri-level style of auto carrier became, and remains, the industry
standard.
Triple deck cars are typically designed to carry about a dozen automobiles
over railcar
truck centres of 55 to 60 feet and unit length of about 70 feet, or fifteen to
eighteen cars on railcar
truck centres of 64 to 70 foot centres on a railcar having a total main deck
length of about 90 feet.
For an average automobile weight of about 2000 Lbs., this gives a load in the
range of
24,000 Lbs/70 feet (roughly 350 Lbs/ft) to 36,000 Lbs/90feet (roughly 400
Lbs/ft). Yet a
standard flatcar is designed to carry 100,000 Lbs (roughly 1000 - 1300
Lbs/feet). Thus the basic
flat car structure has much greater capacity than is required for the load.
In one currently used design the flatcar weighs roughly 60,000 Lbs, and the
automobile
supporting superstructure weighs more than 32,000 Lbs, for a total of 92,000
Lbs. For an
automobile load of 30,000 Lbs., roughly three quarters of the hauling effort
is expended to move
the railcars. And, on the return journey the cars may be empty.
In a traditional railcar the bending moment due to the vertical load is
carried in a fully
extending longitudinal centre sill. In one example sill dimensions were
roughly as follows: (a)
Overall Height - 30" (b) Top Flange Effective Width - 40" (+/-) (c) Top Flange
Thickness -
0.375" (d) Bottom Flange Width - 30" (e) Bottom Flange Thickness - 0.625" (f)
Web Thickness -
0.3125". The centre sill, by itself, had an effective cross sectional area of
about 59 in sq. Typical
side sills for such a car each had a depth of about 14", a cross-sectional
area of 8. 5 in. sq., giving
an overall area of about 76 in. sq. Put in other terms, a cross sectional area
of 76 in sq. is roughly
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equivalent to a sectional weight of slightly over 250 Lbs. per lineal foot. A
cross sectional area
of 30 inches similarly corresponds to just over 100 Lbs. per lineal foot. The
moment of area of
the centre sill was about 9600 in4 , the local second moment of area of each
of the side sills was
about 240 in4. For a car having a main deck at 38 inches above top of rail
(TOR) the effective
neutral axis of the structure was about 24 inches above TOR and the effective
second moment
of area was about 11,900 in4. The flat car was designed for a 200,000 Lb
maximum load, rather
than a 30 to 40,000 Lb load.
One way to reduce the weight of the rail-car is to minimize, or to do away
with, the main
sill. To that end, an automobile carrier having an integrated load bearing
roof structure permits
a reduction in the size and weight of the main sills. The bending moment due
to the load and due
to the railcar's own weight can be carried in a truss having an effective
depth roughly equal to the
height of the railcar itself. For a flat decked car, removal of all but the
end portions of the centre
sill presents an opportunity to save several thousands of pounds of weight.
Consequential weight
savings - from the removal of ancillary cross beams and the use of
correspondingly lighter upper
structure, may permit additional weight savings.
Automobile carriers, having had a long historical descent from flat cars, have
not had
substantial roof structures. Coverings, if used at all, have tended to be
supported on the tops of
the vertical stanchions, and have tended to involve only secondary or tertiary
structural support.
The primary structural members have remained the longitudinal main sills at
the main deck level,
whether along the centre of the car, or as large side sills on centre-
depressed cars or well cars.
A railcar can be idealized as a beam simply supported at, or near, its ends by
a pair of
railcar trucks. The span of the beam is typically 60 to 75 feet. It must
withstand longitudinal loads
in tension and compression, and longitudinally distributed loads acting
vertically causing the beam
to bend. Design is limited by the yield stress of the material at the point of
maximum bending
moment. For a known maximum load distribution, the maximum stress in the
material is reduced
when the second moment of area of the stnzcture is large and when a relatively
larger share of the
material of the section is concentrated far from the neutral axis of the
section. Use of a deep
section with well spaced flanges is likely to permit a smaller quantity of
material to be used to
carry the same load. Thus, not only does the removal of the centre sill
promise a reduction in
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weight, but by using a truss and so deepening the beam, there is an
opportunity to reduce the
thickness of the remaining material.
Another way to reduce the weight of an automobile carrier is to reduce the
number of
trucks. To that end, an articulated car of several units, whether 3 or S, or
some other number,
would save considerable weight over the older style cars. Articulation is
suitable too, given the
convenience of being able to drive from one rail-car to the next when loading
automobiles.
It remains to consider the versatility of existing automobile carrier designs.
Wojcikowski
used three decks running the entire length of the car, those decks being
movable to the desired
heights for carrying cars. U.S. Patent No.3,221,669 issued December 7, 1965
shows another kind
of adjustable tri-level full-length deck car. Another tri-level car, with
fixed height decks is shown
in U. S. Patent No.3,240,167 issued February 27, 1961 to Podesta et al., has
gangplanks to permit
automobiles to be driven from one railcar to the next in a mufti-car train,
thus simplifying loading.
It is advantageous to be able to carry different heights of vehicles on one
train, or to be
able to convert from a three level train, for carrying sedans, to a two level
train, for carrying utility
vehicles, for example, since this may allow an operator to reduce the amount
of empty, or less
than full, operation.
According to the American Association of Railroads standards, the lower deck
of a bi-
level car should be located 3'- 8 v2" above the top of the rail for a new
railcar. The upper deck
should have a minimum clearance of T 3" above the lower deck, and a maximum
height of 11' -
3" above the rail. The roof structure should have a minimum clearance of T 9
li4" above the upper
deck, and the overall railcar height at the railcar centre line should not
exceed 19'-1 ".
Similarly, the deck heights for a tri-level car require that (a) the lowest
deck be 2' 7 1 /2"
above rail; (b) the middle deck be 8' - 0 11/16 " above rail, with a minimum
clearance of 5' 2 3/8"
above the lowest deck; (c) the top deck be 13' - 4 3/s" above rail, with a
minimum clearance of
5' -1 ~~'s" above the middle deck; and (d) the maximum railcar height at
centre line is 19' - 1" with
at least 5' - 5 11/16" clearance above the top deck.
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It can be seen from these dimensions that the difference in dimensions between
the upper
deck of a bi-level configuration and the top deck of a tri-level configuration
is, ideally, 25 3ig".
Similarly, the difference in dimension between the upper deck of a bi-level
configuration and the
middle deck of a tri-level configuration is 38 5/16". Given these differences
in heights, it would be
advantageous to have a deck adjusting system capable of moving the top and
middle decks
through unequal distances.
Notably, the standard triple deck automobile carrier uses straight-through
flat decks. In
a fixed deck system it would not offer a stacking advantage to use a depressed
centre main deck,
since the maximum lower deck vehicle height would generally be determined by
the second deck
clearance above the end structure shear plate mounted over the railcar trucks.
Removal of the central section of the main sill, leaving only stub sills at
the ends of the car
permits the use of a depressed centre car, but with a continuous deck for end
loading, rather than
individual loading. A moveable second deck may be raised to permit, for
example, one or two
family vans to be loaded in the space permitted in the low central section,
while sedans, or sports
cars, are loaded over the end structure shear plates. The second deck may then
be lowered to its
loading position once the vans are in place. It is advantageous for such a
loading system to be
operable on relatively short notice, and for it to operate relatively quickly
when required. It would
also be advantageous for that system to be operable by a singe operator. A
positively driven
system for forcing the decks into position, as opposed to a gravity dependent
system, is
considered advantageous by the present inventors.
SUMMARY OF THE INVENTION
In a first aspect of the present invention, a railcar for carrying vehicles
comprises a support
structure carried by a pair of longitudinally spaced railcar trucks, staging
mounted to the support
structure upon which vehicles are transportable; the support structure having
a superstructure
mounted above the staging, a substructure mounted on the trucks, and a pair of
side webworks
extending between the substructure and the superstructure; and the
substructure and the
superstructure being co-operable to resist vertical bending of the support
structure between said
trucks.
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That first aspect of the invention can be complemented by the inclusion of
staging, or
platformwork, convertible between a configuration for carrying two levels of
vehicles and a
configuration for carrying three levels of vehicles.
Similarly, that first aspect of the invention may alternatively or
additionally be
complemented by staging in the nature of a main deck having a central portion
between the
trucks and at least one end portion above least one of the trucks, the central
portion being lower
than the end portion.
The first aspect of the invention may, in a fizrther alternative or addition,
be enhanced by
the inclusion of a stub centre sill locatable above one of said trucks, for
receiving a railcar coupler
for connection to another railcar.
In a second aspect of the invention, there is a railcar for carrying vehicles,
comprising a
truss suspended between two railcar trucks and staging mounted to the truss
for supporting the
vehicles, the truss having a roof frame structure, a pair of side sills, and a
pair of side webworks
joining each side sill to the overhead frame.
The second aspect of the invention may be further enhanced in the instance in
which the
central portion and the end portion are elements of a continuous main deck,
and the staging
includes a displaceable second deck mounted to the truss and movable to a
loading position above
the main deck while vehicles are in position on the main deck.
In a fiuther enhancement of the second aspect of the invention, the railcar
has a third deck
above said second deck, and both the second and third decks are moveable
toward one another
to a position for carrying cars on said third deck; and moveable away from one
another to another
position for carrying cars on both said second and third decks.
In a still fiuther enhancement of the second aspect of the invention, the
railcar has a drive
system for moving the second and third decks between the positions and a
locking system for
retaining the second and third decks in the positions.
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A third aspect of the invention is a method of loading vehicles onto a railcar
having a first
vehicle deck and a second vehicle deck, the first vehicle deck having a
depressed portion between
a pair of railcar trucks, the second deck being moveable, the method
comprising the steps of
(a)establishing the second deck in a position to permit loading of the first
deck; (b) loading
vehicles on the first deck; (c) moving the second deck to a loading position
above the first deck;
and (d) loading vehicles on the second deck.
In an enhancement of that method, the step of loading the first deck includes
loading one
type of vehicle on the depressed portion and loading another type elsewhere on
the first deck, the
one type of vehicle having a greater overall height than the other.
In a still further enhancement of the method, in which the railcar has a third
deck
conjointly moveable with the second deck, the step of loading vehicles on the
second deck is
preceded by locking the third deck in a loading position.
For a better understanding of the present invention and to show more clearly
how it may
be carried into effect, reference will now be made by way of example to the
accompanying
drawings, which show an apparatus according to the preferred embodiment of the
present
invention and in which:
Figure 1 is a side view of a two unit articulated railcar for carrying
automobiles
embodying the present invention.
Figure 2 is a perspective view of a skeleton of a single unit automobile
railcar, with
optional flat main deck, of construction similar to the articulated railcar of
Figure 1.
Figure 3a is a perspective view at section '3a-3a' of the car carrier of
Figure 1.
Figure 3b is a perspective view of a relatively flat decked railcar at a
section
corresponding to the section of Figure 3a.
Figure 3c is a perspective view of a prior art railcar at a section
corresponding to the
section of the automobile carrying railcar shown in Figure 3a.
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Figure 4a is a perspective view taken from underneath the section of Figure 3a
showing
a stub sill and body bolster.
Figure 4b is a perspective view taken from underneath the section of Figure
3b.
Figure 4c is a perspective view taken from underneath the section of Figure
3c, showing
an example of a prior art underframe construction.
Figure Sa shows a partial end view of the railcar of Figure 1 in bi-level
configuration.
Figure 56 shows a partial end view of the railcar of Figure 1 in tri-level
configuration.
Figure 6 is a simplified side view of the railcar of Figure 1 showing a
movable deck
operating mechanism.
Figure 7 is a conceptual plan of a deck locking mechanism for the railcar of
Figure 1.
Figure 8a shows a conceptual view of the deck operating mechanism of Figure 6.
Figure 8b shows a simplified diagram of a transmission system for driving the
movable
deck operating mechanism of Figure 6.
Figure 9a shows an enlarged side view of a portion of the mechanism of Figure
6.
Figure 9b shows an end view of a deck support corresponding to Figure 9a.
Figure l0a shows an alternative mechanism to that shown in Figure 9a.
Figure lOb shows a side view of the mechanism of Figure 10a.
Figure 11 shows a bell-crank mechanism for use with the locking system of
Figure 7.
Figure 12a shows a side view of a locking pin of the locking system of Figure
7.
Figure 12b shows a partial sectional view on stepped section '12b-12b'
ofFigure 12a.
Figure 13a shows a perspective view of an arm for the locking system of Figure
7.
Figure 13b is a view on arrow ' 13b' of Figure 13a, but with the arm shown in
an
intermediate position.
Figure 14 shows a cross-section of a movable car deck for the railcar of
Figure 1.
Figure 15 shows a perspective scrap view of the car deck of Figure 14 in the
region of a
deck hanger for connection to the mechanism of Figure 6.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
The description of the invention is best understood by commencing with
reference to
Figure 1, in which some proportions have been exaggerated for the purposes of
conceptual
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illustration.
Figure 1 shows a two unit articulated rail-car, 20, each unit, 22 or 24,
having a support
structure, namely a truss structure 26, carned upon, and spanning the
longitudinal space between,
an end truck 28 and an articulated truck 30, which it shares with the other
unit. Truss structure
26 supports staging for carrying vehicles, namely a main deck 32, a middle
deck 34, and an upper
deck 36 upon which a load of automobiles 38 or trucks 40 can be carried.
Middle deck 34 and
upper deck 36 are movable on a centrally controlled deck height adjustment
system 42, shown
schematically in Figure 6, which permits transformation from a bi-level
configuration, or the
reverse, to a tri-level configuration in a matter of minutes.
Figure 2, shows a truss structure 44 having substantially the same
construction as truss
structure 26, but intended for use as a single unit railcar, rather than as a
unit of a multiple unit
articulated railcar. It differs from truss structure 26 principally in that it
is longer, and has an
optional relatively fiat deck, as opposed to a deep center depressed main
deck. Where applicable,
features shared by truss structure 26 and truss structure 44 are given the
same identifying numbers
in the various views. Truss structure 44 has a pair of side sills 46 and 48
bounding main deck 32.
Stanchions, or uprights 50, are spaced along, and extend upwardly from, each
of side sills 46 and
48, to meet longitudinally extending top chords 52 and 54. Laterally mounted
roof frames 56
extend above deck 36 as an overhead framework spanning the distance between
top chords 52
and 54. Frames 56 have backs 58 and a pair of outwardly and downwardly tending
segmented
legs 60. Each leg 60 terminates in a foot 62 mounted to top chord 52 or 54, as
the case may be,
immediately above the top end of a corresponding upright 50. Stringers 63, 64,
65 and 66 extend
longitudinally between frames 56 at the aligned vertices of backs 58 and legs
60 and at the knee
joints of legs 60. In the preferred embodiment described chords 52 and 54 are
5" x 5" x 3/16"
square steel tube having a top surface nominally 210" above top of rail. The
stringers are 3" x 3"
x 3/16" square steel tube, stringers 63 and 65 having upper edges nominally
231" above top of
rail, stringers 64 and 66 having upper surfaces nominally 242" above top of
rail. Other sizes of
tube, angle iron and so on could be used without deporting from the spirit of
the invention.
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The rigidity of the truss structure 44 is enhanced, first, by diagonal members
68 and 70
extending upwardly from the junction of each penultimate upright 72 with sill
46, or 48, to the
junction of each ultimate upright 74 and top chord 52, or 54; second by
generous inner and outer
stanchion root gusset plates 76 and 78; and third, by triangulating roof
members 80 and 82,
running on alternating diagonals between adjacent roof frames 56 and stringers
64 and 66. The
final members of truss structure 26 are end frames 84 and 86, of reduced
section, for supporting
fore and aft roof extensions 88 and 90. A fibreglass covering 92, shown only
partially, is wrapped
over truss structure 44 when complete.
In this way truss structure 44, and also truss structure 26, each have a
substructure, whose
elements include sills 46 and 48; an overhead superstructure, whose elements
include top chords
52 and 54, roof frames 56, stringers, 63, 64, 65 and 66, and shear members 80
and 82; and
webwork whose elements include uprights 50, gusset plates 76 and 78, and
diagonal members 68
and 70. Other intermediate diagonal members may also be used without departing
from the spirit
of the invention.
By analogy to a deep beam, the substructure and the superstructure act in a
manner similar
to flanges, and the webwork is so named because it joins the substructure and
the superstructure
with an effect similar to the web of a beam. In such a form, the substructure
and the
superstructure will tend to co-operate, in compression and tension
respectively, to resist bending
moments induced by vertical loads applied along truss structure 44. The
effective depth of this
quasi-beam is of the same order of magnitude as the overall height of the
structure. This is
significantly greater than merely the local depth of section of a traditional
center sill or a pair of
side sills. In contrast to older style cars, railcar 20 has no continuous main
centre sill.
Furthermore, although side sills 46 and 48 are used, their local sectional
area, and local second
moment of area, is significantly reduced relative to traditional main, centre
sills.
It will be noted that, disregarding the contribution of diagonal members, the
cross
sectional area of the superstructure whose elements include top chords 52 and
54, roof frames 56,
stringers, 63, 64, 65 and 66 is nominally about 15 in. sq. The cross sectional
area of the
substructure, that is, side sills 44 and 46, is just over 48 in. sq., giving a
ratio of 5/16, or 31 %.
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It will be appreciated that other proportions could be chosen, whether 1 /5, 1
/4, 1 /3, 2/5, or
another suitable ratio which provides both satisfactory resistance to bending
and satisfactory
resistance to longitudinal draft and buff loads, while maintaining an
acceptable centre of gravity.
Similarly, the second moment of area and the centroidal height, that is, the
height of the neutral
axis in bending, may also differ from the values given for the preferred
embodiment described. For
example, for some purposes and lengths of automobile carrier moments of area
may be little more
than 20,000 or 50,000 in4, for other purposes values in the range of 100,000;
200,000 ; 250,000;
300,000; 400,000 or 500,000 in4 may be found to be more suitable. The
centroidal height at a
given longitudinal section, whether at a location over the trucks or between
the trucks may be
at, or slightly above, deck level, or they may be significantly higher. A
centroidal height of 12 or
24 inches above the lowest, or main, deck can provide a significant
improvement in structural
characteristics. As noted, the embodiments described above have centroidal
heights more than 30
inches above the top of side sills 46 and 48. In the case of center-depressed
units in which the
main deck is suspended below the level of the side sills with the vehicle
wheel trackway contact
height as little as 15 inches above top of rail, centroidal heights in the
range of 50 to 60 inches,
and perhaps as much as 75 inches above the trackway at mid span are within the
range of
contemplation.
In Figures 3a and 4a, connector end structure 96 of a unit 22 of railcar 20
rests upon truck
30 on a center plate 98. The load carried by center plate 98 is spread
longitudinally into stub sill
100, and thence laterally to side sills 46 and 48 by the transversely
extending arms of main body
bolster 102, end cross-beam 104, and first cross beam 106. As shown, stub sill
100 is broadest
at its bi-fiucated outboard end, 108. (Other types of coupler and stub sill
combinations could be
used). Stub sill 100 has an inwardly narrowing bell mouth for accommodating a
coupler 110, a
medial portion of approximately constant section extending between end cross
beam 104 and main
body bolster 102, and a tapering inward portion which ends at first cross beam
106. Left and
right hand sheer plates 112 and 114 are welded between stub sill 100 and side
sills 46 and 48
respectively. They are located atop main body bolster 102 and end cross beam
104 and extend to
the end of the car unit. They serve to encourage transfer of draft and buff
loads between coupler
110 and side sills 46 and 48. Shear plates 112 and 114 are welded to provide
wheel track ways
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116 straddling, and at a lower level than, the top of stub sill 100, to allow
a margin of extra height
for vehicles loaded on the lowest deck.
Referring to Figures 1, 3a and 4a, adjoining the inboard edge of shear plates
112 and 114
main deck 32 has a downwardly ramped portion 118 lying generally inboard of
main body bolster
102 and extending past first and second laterally extending U-sectioned cross
beams 106 and 122
to terminate at a generally level central depressed floor portion 124. The
underside of depressed
floor portion 124 is supported along the intervening span to another stub sill
at the other end of
railcar 20 by laterally extending U-shaped channel cross beams 130, 132, 134
and 136. Cross
beams 106 and 122 extend perpendicularly between, and are welded to, side
sills 46 and 48 at
stations corresponding to the locations of uprights 50. Beams 130, 132, 134
and 136 also extend
perpendicularly between, but at a level below, side sills 46 and 48 at
stations corresponding to the
stations of uprights 50. In these locations hangar brackets 140, 142, 144, and
146, and side sheet
148 are used to provide a suitable load carrying connection. Hangar brackets
140, 142, 144, and
146 may effectively serve as extensions of uprights 50. Main deck 32 is also
supported by track
reinforcing channels 150 which run longitudinally between adjacent cross beams
106, 122, 130,
132, 134 and 136.
In the centre depressed articulated configuration of Figures 1, a family van,
or small utility
vehicle, 138 is shown supported by central depressed floor portion 124,
whereas vehicles of
lower profiles, that is, vehicles of lower overall height, can be carried in
areas at trucks 28 and 30.
Referring now to Figures 3b and 4b, an alternative, relatively flat-deck
structure has a
center plate 98, a longitudinal stub sill 100, side sills 162 and 164; a main
body bolster 102, end
cross-beam 106, and first cross beam 104 all substantially the same as in
Figure 3a and 4a except
as noted below. Main deck 152 has a first downwardly ramped portion 154 lying
generally
between end cross beam 106 and main body bolster 102, a generally level
landing portion 156
extending inboard from body bolster 102, a second downwardly ramped portion
158, and finally,
a relatively flat main deck floor 160 forming a wide, medial level web between
side sills 162 and
164. The underside of main deck floor 160 is supported along the intervening
span to another stub
sill at the other end a railcar analogous to railcar 20 by laterally extending
U-shaped channel cross
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beams 166 which extend perpendicularly between, and are welded to, side sills
162 and 164 at
stations corresponding to the locations of uprights 50. Main deck floor 160 is
also supported by
track reinforcing channels 168 which run longitudinally between adjacent cross
beams 166.
By contrast, as shown in Figures 3c and 4c, labelled "Prior Art", the
differences from the
preferred embodiment of Figures 3a and 4a, and of the alternative embodiment
of Figures 3b and
4b, are readily apparent. Figures 3c and 4c show a continuous main sill 180,
whose main, full
depth portion 182 is absent from the structures illustrated in Figures 3a, 3b,
4a and 4b.
Although only four diagonal members, 68 and 70, have been shown in Figure 2, a
larger
number of diagonal members could be used, or large gusset plates, such as, for
example gusset
plates 76, 78 could be used at both top and bottom ends of uprights 72.
Diagonal reinforcement
members could equally be used between top chords 52 and 54 stringers 64 and 66
and adjacent
frames 56.
Furthermore, the open webwork shown, of vertical stanchions, diagonal braces,
and
gussets could be replaced by an alternative shear transferring assembly,
whether a latticework, a
reinforced shell, a wall made from vertically corrugated sheet, or the like.
By way of comparison, while the former, flat car type of structure had a
second moment
of area for resisting longitudinal bending of roughly 12,000 in4, and a
neutral axis at a height of
roughly 24" above the top of the rail. That is, the neutral axis of the former
structure was below
the level of the main deck. In the centre depressed embodiment described, each
of units 22 and
24 has a designed effective second moment of area at mid-span in excess of
450,000 in4, with a
neutral axis some 70 inches above the top of the rail, that is, more than 30
inches above the main
deck level over the end trucks. The flat decked embodiment of truss structure
44 has a designed
mid-span effective second moment of area in excess of 400,000 in4. and a
neutral axis more than
70 inches above the top of the rail. The combined effective mid-span cross-
sectional area of side
sills 46 and 48, estimated to be less than 50 in. sq., is less than the former
main central sill effective
area of about 60 in. sq, and markedly less than the combined former effective
cross section of side
sills and centre sill of roughly 76 in. sq. In the case of the mid-span of
truss structure 44 the
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comparable design effective area is less than 45 in sq. The corresponding
sectional weights per
lineal foot reflect this difference.
Figures 5a and 5b show half sections of unit 22 of railcar 20 having middle
deck 34 and
an upper deck 36 in a bi-level configuration such that vehicles may be carried
on main deck 32
and upper deck 36, but not on middle deck 34. By contrast, Figure 5b shows
railcar 20 in a tri-
level configuration in which middle deck 34 has been lowered to position M~,
and upper deck 36,
has been raised to a position Tt, such that three levels of vehicles can
carried instead of two.
Further, the use of deck height adjustment system 42, in conjunction with a
railcar, such as railcar
20, having a centre depressed main deck can allow taller vehicles, i. e.,
vehicles having greater
height, such as utility vehicle 138 to be loaded while middle deck 34 is in a
raised, or partially
raised, position. Deck 34 may then be lowered, locked in place, and loaded.
In the preferred embodiment shown, in which the dimensions refer to railcar 20
in an
unloaded condition, as designed, the topmost surface of stub sill 100 is
located 41" above the top
of the railway track. The upper surfaces of shear plates 112 and 114 have an
unloaded design
height of 3 8" above rail. The clearance from shear plates 112 and 114, to the
underside of middle
deck 34 is 87" in the bi-level configuration position Mb. The mid-car upper
surface of main deck
32 is 31.5" above rail, giving a corresponding clearance of 93.5". Also in
Figure 5a, the uppermost
surface of upper deck 36 , at position Tb is roughly 131 3/4" above rail, and
has a centre-line
vertical clearance inside roof frames 56 of 93 1/4". The position of upper
deck 36 is designated
in Figure 5a as Tb. In the tri-level configuration of Figure 5b, at position
M~, middle deck 34 has
been lowered roughly 31 1 /8" to have a centre-line clearance of 62 3/8" from
main deck 32, and
upper deck 36, at position Tb has been raised to have a centre-line clearance
of roughly 67" inside
roof frames 56. This leaves a clearance of 61 7/8" between upper deck 36 and
middle deck 34.
Adjustment of the positions of upper deck 36 and middle deck 34, is described
with the
aid of Figures 6 through 15. Deck height adjustment system 42 is controlled by
an operator who
turns a crank 202 connected to the input shaft of a gear reducer 204. An
output shaft 206 from
gear reducer 204 extends across railcar 20. Shaft 206 drives a pair of left
and right side end
sprockets 210 and 212, and, by means of left and right side bevel gear sets
214 and 216, left and
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right hand counter-rotating fore and aft drive shafts 218, 220, 222, and 224.
Each of these drive
shafts leads to an output pair of bevel gears 226, 228, 230 and 232
respectively, which each drive
a stub axle 234 and outboard drive pinion 236. Each of drive pinions 210, 212,
or 236 imparts
motion to a lower partial chain 238. Chain 238, a pair of wire ropes 240 and
242 and a driven
partial chain 244 form a loop for driving a driven sprocket 246. Driven
sprocket 246 is connected
to one of several pairs of rotating arms and drag-links, each ultimately
connected to the middle
and upper decks, such as will be more fully described below. Through this
transmission a person
(or a motor) turning crank 202 can adjust the levels of middle deck 34, and
upper deck 36.
It will be noted that crank 202 is shown at two different heights relative to
gear reducer
204. These locations are designated as Hl and H~, and are joined by a common
chain loop.
Crank 202 has a removable handle that fits into a socket at one or the other
height, as can be
chosen by the operator. In some circumstances the railcar may be drawn up next
to a platform,
such that the crank would be at the operator's foot level. In that case the
operator can fit the
crank into the upper socket at location H~. In the case where the railcar is
not next to a platform,
the upper crank location could be uncomfortably high. In that case crank 202
would be inserted
in the lower crank location Hl.
In Figure 7, three pairs of arms, 250, 252, and 254 are pivotally mounted at
forward,
central, and aft positions on suitable support structure, such as uprights 50.
Another three pairs
of arms 256, 258 and 260 are located on the opposite side of the railcar in
corresponding
positions. In shorter units, two mechanisms may be used.
As shown in Figure 9a, each pair of arms is mounted on an axle 262, and has an
upper
deck arm 264 extending radially away from axle 262 a distance R". A radially
opposite middle
deck arm 266 extends radially away a distance R",. Attached to respective
distal portions of arms
264 and 266 are an upper deck drag link 268 and a middle deck drag link 270.
In operation,
movement of partial chain 244, as indicated by arrow ~r , causes rotation of
sprocket 246 through
an angle indicated by arrow oc, with resulting displacement of middle deck 34
and upper deck 36
as indicated by arrows 8m and St respectively.
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In the preferred embodiment R", may be longer than Rd for the same length of
links 268
and 270. However, drag links 268 and 270 need not be of equal length. Also
mounted about axle
262 is driven gear sprocket 246, noted above, rigidly connected to arms 264
and 266, such that
rotation of one is accompanied by rotation of the others. Central arms 252 and
258 rotate in the
opposite sense to fore and aft arms 250, 254, 256 and 260, a feature tending
to permit the decks
to be driven downward, or upward, as opposed to requiring help from gravity,
and tending also
to force the decks to move along a unique path. That is, the configuration
resists longitudinal
displacement of decks 34 and 36.
Figures 14 and 15 show, typically, the structure of either upper deck 36 or
middle deck
34, and details of the mating connection with either drag link 268 or drag
link 270. The decks are
formed from a longitudinally corrugated sheet 272 having a crowned cross
section when viewed
longitudinally as in Figure 14. Left and right hand track stiffeners 274 and
276 in the form of a
tubular steel beam or equivalent which are welded to the underside of sheet
272. Stiffeners 274
and 276 extend the length of sheets 272.
At each locking station a top doubter 278 is welded to the top face of sheet
272 with fore
and aft edges located approximately on the centre-lines of parallel
corrugations, an inboard edge
located above the centre of stiffener 274 or 276, and an outboard edge 280
extending well
outboard of the side edge of sheet 272. An end wall 282 is welded across the
ends of the
corresponding corrugations. A pair of transverse vertical gussets 284 and 286
are welded in the
downwardly opening channels of the parallel corrugations of sheet 272. They
extend outwardly
from track stiffener 274 to meet a lower doubter plate 288 on either end of
end wall 282. A
depending web 290 is set outboard of, and parallel to end wall 282 between
gussets 284 and 286
to form a rigid box structure. Finally, a clevis 292 is mounted to the top
side of doubter 278, in
line with depending web 290, to accept the one end of link 268 or 270.
Although deck adjustment height system transmission 42 is used to adjust the
heights of
middle deck 34 and upper deck 36, it is not used to maintain them in position.
For that purpose
a locking system has been provided. The system given in Figure 7, shows a
total of twenty four
locking pin and guide mechanisms 300, twelve for each of middle deck 34 and
upper deck 36.
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Symmetrically distributed at the C.L. of the car. The number of locking and
guiding mechanisms
is dependent on the length of the deck.
Mechanisms 300 are joined by a common release mechanism 302. Fore and aft
release
sprockets 304 and 306 are mounted to the underside of decks 34 and 36. They
carry an operating
cable 308, with a suitable chain link portion 310. In Figure 7, cable 308
connects with six linkage
quadrants 312 spaced along the length of the car at positions corresponding to
the locking
stations. Each quadrant 312, Figure 11 has a pair of diagonal linking arms 314
located on
operating cable 308 such that movement of operating cable 308 causes quadrants
312 to turn in
unison. Each quadrant 312 also has a pair of shorter cross-arms 316 connected
by pin jointed
linkages to left and right hand connecting rods 318. When each quadrant is
turned from 'A' to
'B', shown in shadow, connecting rods 318 will be pulled inboard.
At the outboard end of each connecting rod 318 is a spring loaded pin 320
mounted to
the underside of sheet 272, shown in top and side views in Figures 12a and 12b
respectively.
When pin 320 is fully outwardly extended it can locate in any convenient
aperture 322 in upright
50 under the urging of a spring 324 trapped between a flanged outboard end 326
of connecting
rod 318 and a shoulder 328 of pin head 330. Upright 50 has a wear plate 332
mounted on its
inwardly exposed face. When quadrant 312 turns, connecting rod 318 is
retracted and works
against a securing pin 334 located in the shank of pin 320 to withdraw pin 320
from upright 50.
Once withdrawn, decks 34 and 36 may move up or down as required. When quadrant
312 is
returned to 'A', connecting rod 318 returns to its extended position. If pin
320 is still riding on
wear plate 332, securing pin 334 will float in a slot 336 until the outboard
tip of pin 320 finds the
next aperture 322 and is urged home by spring 324.
A handle 338 is provided with sprockets 304 and 306. In the preferred
embodiment, as
shown in Figures 13a and 13b, handle 338 is hinged to pivot away from sprocket
304 between
a non-operative position 'C', and an operative position 'D'. In 'D' a socket
340 in handle 338
picks up on a lug 342 on sprocket 364. With lug 342 engaged, a pull on handle
338 as indicated
by arrow 'E' will cause release mechanism 302 to operate.
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Turning finally to Figures 9a and 96, in the preferred embodiment each of
decks 34 and
36 will find its lowest position on faced blocks 344 mounted to uprights 50.
When moved to their
upper positions pin 320 will seek aperture 322 as described above. In an
alternative embodiment
upper and lower apertures could be provided in uprights 50 for both raised and
lowered positions.
Alternative embodiments to those described above may be employed without
departing
from the principles of the present invention. For example, the staging upon
which the vehicles are
to be carried need not be the specific preferred form of decking shown. It
may, for example, relate
to spaced apart trackways carried on an open frame with adj acent catwalks.
Alternatively it may
relate to trackways independently cantilevered out from each of the walls, or
to continuous
decking sheets with central portions removed. It may relate to an open
grillwork, or grating, such
as may be found suitable.
Similarly, alternative deck adjustment mechanisms may be used. One such
example is
shown in Figures l0a and lOb. As before, a crank 402 is used to drive a deck
adjustment
mechanism. Crank 402 turns a small gear 404 linked by a chain 406 to a large
gear 408. Large
gear 408 is co-axially mounted with a smaller gear, 410, over which a chain
412 rides. Chain 412
has one end 414 connected to middle deck 34, and another end 416 connected to
upper deck 36.
There is a gear reduction between small gear 404 and large gear 408, and a
further mechanical
advantage between large gear 408 and smaller gear 410. This particular
alternative does not rely
on a positively driven mechanism, but rather depends on gravity.
Extension of chain 412 to form a continuous loop about an idler sprocket would
permit
the system to be positively driven. Alternatively, given an adequate reduction
gear, decks 34 and
36 could be yoked directly to chain 406, once again in a positively driven
manner. A number of
similar variations on chain an sprocket systems are possible. Similarly,
although bevel gears and
shafting are shown, a hydraulic, electric, or pneumatic system could be used
to drive the deck
adjustment system.
The principles described above are applicable to single unit vehicle carrying
railcars or to
multiple unit articulated vehicle carrying railcars. In the case of an
articulated railcar, such as two
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unit articulated rail car 20 or three, four, or five unit articulated
railcars, each unit has
corresponding moveable decks. These moveable decks are moveable to permit
loading of the
lowest deck by end loading from one, or either, end of the articulated
railcar. A vehicle loaded
at one end can then be conducted from one unit to the next along continuous
trackways not only
between the higher portions over the railcar trucks and the depressed portions
slung between pairs
of railcar trucks, but also between railcar units. Similarly, the respective
second (or third) decks
of the railcar units can be moved to corresponding heights to permit end
loaded vehicles to move
from the second, (or third), deck of one railcar unit to another. The adjacent
second and third
decks of the respective railcar units are generally separated by a bridgeable
gap, with temporary
bridging used when the railcars are stationary to permit vehicles to be moved
from one unit to
another across the gaps.
Although a particular preferred embodiment of the invention, and a number of
alternative
embodiments have been described herein and illustrated in the Figures, the
principles of the
present invention are not limited to those specific embodiments. The invention
is set only to be
limited by the claims which follow, and to their equivalents.
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