Note: Descriptions are shown in the official language in which they were submitted.
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~NSU TED TRIPLE TROUGI~ COIL CAR
FITLD O ~ IN ELATION
This invention relates to impmvements in the structure of railway cars having
multiple troughs for carrying metal coils, commonly referred to as coil cars,
and more
particularly to coil cars having insulation to permit the carriage of warm
coils.
HAC ~ GROUND OF~'~ INVENTION
Railroad coil cars are used to transport coiled materials, most typically
coils of
steel sheet. Coils can be carried with their coiling axes of rotation (that
is, the axes of
rotation about which the coils are wound) oriented longitudinally, that is,
parallel to
the rolling direction of the car. Th~ coils are generally carried in a trough,
or troughs,
mounted on a railcar underframe. The troughs are generally V-shaped and have
inwardly iziclined surfaces that support the coil. The tmughs are typically
lined with
wood decking to provide cushioning for the coils. When a coil sits in a
trough, the
circumference of the coil is tangent to the V at two paints such that the coil
is
prevented from rolling.
A coil car may have single, double or triple longitudinally extending troughs.
?he use of multiple troughs allows any single car to carry either a load of
large coils
in the center trough or a load of relatively smaller diameter coils, or coils
of various
diameters such that lading more closely approaches maximum car capacity during
a
higher percentage of car operation. Additionally, some toll cars have been
provided
with trough assemblies that car, be shifted to permit conversion between
different
trough modes. Az~ example of a coil car that can be converted from a singlo to
a
double trough mode can be Found in U.S. Fat. No. 3,291,072, issued to
Cunningham
on pee. 13, 1966. Similarly, conversion of a coil car from a single or triple
trough
arrangement to a double trough mode is shown in U.S. Pat. No. 4,451,188,
issued to
Smith et al., on May 29, 1984. The general object is to provide versatility
such that
overall oar utilisation is improved. Hence, the car is more economically
attractive.
Historically, coil cars have been constructed on a flat car underframe having
a
through-comer-sill, that is, a main center sill that runs from one end of the
rail car to
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the other. In this type of car the center sill serves as the main structural
member of the
car and functions as the primary load path of the car both for longitudinal
buff and
draft loads from coupler to coupler, and for carrying the vertical load
bending moment
between the trucks. 'The trough structure, or bunk, is mounted on the flat car
dock. In
such a car the cross bearers carry loads into the main center aitl. The side
sills tend to
be relatively small, and serve to tie the outboard ends of the cross bearers
together.
Conventionally, the center sill is box-shaped in cross-section. That is, it is
rectangular
and has a constant depth of section. The top and bottom flanges of the main
center
sill tend to ~ very heavy in such cars, since they arc relied upon tb carry
the vertical
bending load.
Alternatively, another way to construct a coil car having a triple trough
arrangement employs a central bough supported by a main center sill ~d an
array of
laterally extending cross beaxers and cross-ties that are angled upward and
outward in
1 S a V-shape. At their distal end the cross bearers and cross-ties meet, and
arc tied
together by, relatively small side sills in a manner ~anerally similar to a
flat car. A
central trough extends longitudinally above the center sill with aide troughs
lying
outboarsi of the central trough. The side troughs are formed using slanted
deoking and
are mounted above the cross bearers at about the same height as the central
trough
relative to top of rail. In this arrangement the center sill is still relied
upon to carry the
great majority of the bending load.
Coil cars can also be fabricated as integrated structures. Qne way to do this
is
to employ a deep center sill, elevated side sills, and substantial arose
bearers mounted
in a V between the center sill and substantial, load bearing side sills. The
czoss
beard and trough sheets carry shear between the side sills and the center
silk. In this
way the structural skeleton of the car acts in the manner of a deep V-shaped
channel
with flanges at each toe, namely the side sills, arid at the point of tl~e V,
namely the
center sih. In this arrangement, under vextical bending loads, tht side sills
are in
compression, and the main sill is in tension.
In the oases of either a V-shaped integrated structure, or even a traditional
flat
car based structure, it may be beneficial to employ a "fish belly" center
sill. A fish
belly center sill is a center sill that is relatively shallow over the trucks,
and has a
much deeper central portions in the longitudinal span between the trucks. It
is
advantageous to have a deeper section at mid-span where the banding moment due
to
vertical loads may tend to be greatest.
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Another way to achieve a greater depth of effective section ire an integrated
structure, so that a higher sectional second moment of area is obtained, is to
employ
deep aide sills, in a mamner akin tv a well car. The deep aide sills act as
longitudinal
beams. A longitudinal cradle, namely the trough structure, is hung between the
side
sills, In this kind of car, the main longitudinal structural members are the
aids sills
which carry the great majority of the bending load. The cradle itself may have
a
center sill to tie the crass bearers together at mid-span between the side
sills. A center
sill of modest proportions is suf~ciont for this purpose. The side sills carry
the load
back to main bolsters, and then into the draft gear mounted longitudinally
outboard of
each truck.
Where deep aide sills arc used, the minimum height of the bottom chord of the
side sill is determined by the undarframe portion of the design envelops
prescribed by
the AAR, such as for AAR plate B, plate C, or such other plate as may be
applicable.
At lower heights, the allowable width of the car diminishes, sa the overall
width of
the car measured over the side sill bottom chords needs to be relatively
narrow as
sectional depth increases. Conversely, to accommodate the largest possible
load
width, it may tend to be desirable for the tap chords of the sidd sills to be
spread as far
as possible within the allowable car width of 10' - 8". Thus it may be
beneficial to
locate the bottom chord closer to the car centerline than the top chord.
It may be desirable to be able to carry atcc! coils in a aide-by-silo
arrangement. If three troughs are provided, it is advantageous for the center
trough to
be earned at a different height, relative to top of rail (TOR), than the
outboard, 4r
side, troughs. This may be beneficial for at least several reasons.
First, the total width of lading that can be carried by a coil car at one time
is
limited by the allowable car width envelope. If three identically sized coils
are
mounted such that the axes of the coils are carried at the same height
relative to tap of
rail, then the sum of the diameters of the coils, plus tees necessary
clearance between
coils, is limited by the maximum allowable coil oar lading width. However, if
the
coiling axis of rotation of one coil is higher than an adjacent coil o~ equal
ax lesser
diameter, then it may be possible to carry the coils in a partially
encroaching, or
overlapping, arrangement. That is, a greater sum of diameters may be
accommodated
than would otherwise be possible within the nominal maximum loading width. As
a
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result, lading can include a combination of larger coils than might otherwise
be
possible, thus tending to improve car capacity utilisation.
Second, it is desirable that the point of maximum width of the load be carried
at a height that is greater than the height of the uppermost extremity of the
top chord
members of the side sills. Once again, the advantage of this is that,
generaDy, this
will allow the vertical projection of the outboard coil to encroach more
closely to the
inner edge of the top chord, axed so permit a larger Boil to be carried in the
outboard
trough. This condition tray ho reached when the car is carrying two coils in
excess of
40 inches in diameter side by side, with the central trough either empty, or
carrying a
relatively small coil, such as a coil of rather less than 30 inches in
diameter. Since the
second moment of axes of the primary load bearing structure varies strongly
with the
depth of section, it ie hotter for the aide sill top chord to be carried at a
relatively high
level. Since the height of the top chord is related t0 the height of the
outboard trough,
an increase in elevation of the outboard trough by even a few inches is
advantageous.
Third, in terms of car versatility, it is advantageous to bC able to carry a
variety
of loads, whether a single very large coil in the central trough, two medium
sized coils
side-by-side in the outside troughs, or three somewhat smaller coils in each
of three
troughs. In general, the larger the central trough, the smaller the outboard
troughs. If
the outboard troughs are raised relative t8 the central trough, the overall
trough
capacity, and hence car versatility, will be increased. That is, a car with a
central
trough capable of accommodating a 74 inch coil, tnay only be able to
accommodate
36 iztch coils in the outboard troughs when the central trough is empty if the
troughs
are all carried at the same height. Hdwcver, if the outboard troughs are
carried at a
higher level, thcrt it may be possible to carry outboard coils of greater
diameter, such
as ~44 or 48 inches, when the central trough is empty.
Reference is made herein to troughs being catxied at the same, or different,
heights relative to top of rail, commonly on an assumption of troughs of
generally
similar geometry. For the purposes of this description, each of the troughs
has planar
slopod side sheets. The planes of the opposed side sheets meet at some line of
intersection parallel to the longitudinal center line of the car, the line of
intersection
lying at some height below the flat bottom of the valley of the trough. In
structural
terms, the difference in the height at which one trough is carried relative to
another
trough. can be taken by comparison of the heights of the flat bottoms of the
valley,
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since the bottom height may toad to be defined by the upper flange of a
longitudinally
extending structural member.
Reference can also be made to the height at which the centerlines of coils of
the same size would lie for the various troughs. This is not a function of the
height of
the bottom of the valley, but rather of the height of the line of intersection
of the
planes of the slope sheets (assuming than to be planar), and the angle of the
slope
sheets. Once the angle of slope has been chosen, the difference in height of
the flat
bottom of the valley relative to the line of intersection of the planes is
determined by
the minimum diameter of coil to be carried, which will, with allowance for
clearance,
~x the width of the flat bottom. For troughs having the same angle of slope
and tho
same bottom height, a narrow bottom will force a coil to be carried relatively
higher
than a wide bottom. Similarly, for bottoms of the same height and width, a
steep
slope will force a coil to be carried higher than a shallow slope.
The slope of the trough is an important design parameter. Whether for single
or multiple trough cars, it is generally desirable that a coil not be able to
escape from
the trough during cornering. One standard is that a coil should not escape
under a
0.45 g lateral load as a condition for general interchange service. This
implies a
trough slope of about 24.2 degrees measured from the horizontal. At least one
rail
road company has indicated that a slope of 23 degrees is acceptable for its
purposes.
It is also desirable for the troughs to have some allowance for lateral
tilting or
swaying of the cars during lateral loading, such as 2 or 3 degrees. This
implies a
desirable trough angle of about 27 degrees, (namely, 24 plus 3). Trough width
is a
function of the chord length between the points of tangency of the largest
coil to be
carried to the opposed trough sheets. Consequently, as the trough slope angle
decreases, the trough width decreases. Similarly, as slope angle increases,
the trough
becomes wider, 1~Iowevcr, as noted above, the sum of the widths of the troughs
is
limited by the plate B envelope, less the widths of the side sills and a
clearance
dimension between the side sills and the coils, and bttwecn adjacent coils.
For trough width maximisation, it is advantageous for the side sills to be
carried close to the design envelope lateral boundaries. For interchangeable
service,
the lateral boundaries are defined by AAR plate H, with a width of 128 inches.
In the
past, soil cars have carried walkvaays outboard of the side sills of the
trough cradles.
It is advantageous not to have walkways that would extend beyond the plate H
limit.
Ono inventor has suggested using folding walkways that can be moved to a
retracted
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position within the side sine. It would be advantageous to employ fixed
walkways
that do not require moving mechanisms.
Another rail road requirement has barn for a restraining device, called a coil
stop, to prevent longitudinal displacement of the coils during operation.
Typically, a
coil stop is a transversely oriented beam, or movable bulkhead, located in
position
across the tmugh after a coil has barn loaded. The coil stop extends between
the side
sills and can be moved to a location near to a seated coil. The coil stop is
then
rcleasably, or rcmovably anchored, typically with pins that locate iu
perforated strips
mounted to the side sills. Shims are then inserted between the coil stop and
the coil to
give a snug fit. Ona design criterion suggests that the restraining device
bear upon the
coil at a height that is at least as high as the horizontal chord that
subtends an arc of
108 degrees of the largest coil the trough is capable of carrying.
It is possible to else a coil stop bar retaining strip that extending
laterally
inboard of the side sill. However, it is generally desirable to trim the coil
stop
engagement strip back to increase the capacity of the outboard troughs. To
this and,
alternative embodiments of coil stop are described. In one embodiment, a
horizontal
pin is used to engage a strip mounted to a side web of the top chord of the
side sill. In
another embodiment vertical pins of the coil stop engage perforations in a
horizontal
strip placed within the vertical profile of the top chord.
Since coil stops are relatively heavy, it would be advantageous to provide a
coil stop that is designed to be moved more easily from place to place along
the
troughs of the oar. It would be advantageous to employ rollers, or a slider,
for this
purpose. Ease of adjustment can also be enhanced by reducing the weight of the
coil
stop, such as by removing material from the horizontal coil stop web.
When outboard troughs are used, as in a triple trough arrangement, it is
advantageous for a longitudinal stringer to tie adjacent cross bearers
together along
the spine, or groin, of the outboard troughs. Where the cross bearer has a web
and an
upper flange defiaing the slope of the trough shoots, the stringer, such as a
hollow
suction, can be located in a relief formed in the cross bearer web. The bottom
of the
trough so formed may also provide a walkway apace. When the bottom of the
bough
is used as a walkway, it may be advantageous for the coil stop to be provided
with
climbing means, such as a stop, or stile, and hand grabs.
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In some instances it may be desired to carry coils that are hotter than room
temperature. A coil of steel can be formed by reeling hot rolled sheet. The
coil may
leave the rolling mill at a very high temperature at which the steal is still
glowing, and
rnay have to be a~lrd for a significant period of time to reach temperatures
at which it
cars be handl«i for railway transport purposes. A heavy coil can require a
several hours
of cooling before it falls to a temlxrature of S00 - 600 F and can be moved,
and may
take longer still to reach a temperature below 150 F. Depending on the length
and nature
of the journey, it may be desirable to be able to move a coil while it is
still relatively
warm. That is, rather than sitting as inventory at the rolling mill, some of
the cooling
time can include time spent in transit to the next processing operation. It
may be that the
coils can be loaded in coil cars and shunted at the mill to a location that
will not impede
further coil production, and then left to sit until fully cooled to a desired
temperature.
Alternatively, far short journeys and subsequent operations that require re-
heating of the
coil, there may be an energy saving by deliverizrg the coil in a warm
condition, rather
than cooled to ambient temperatures.
As the coils cool, they will develop a temperature gradient, being relatively
cooler on the outer circumference of the coil, and relatively warmer on tho
inner
circumference surface at the internal bore of the coil (i.e., at the donut-
hole surface).
Warm in this context is still quite hot as compared to ambient temperatures,
and tray
entail an internal bare surface temperature of the order of 504 or 600 F. It
is possible
that more severe temperatures may be encountered in service.
Carriage of hot rolls, i.e., hot coils, rewires as suitable car. First, the
car must be
able to aecomnaodate a warm coil, and second, the presence of a warm coil, or
coils, in
the car should tend not to impair car operation. For example, brake fittings
or hydraulic
$ttings should sot tend to be unduly adversely affected. It is also
undesirable for
portions of the railcar body to become unduly hot to touch. In general then,
it is
desirable to discourage heat transfer from the coils into the body of the
railcar.
Given that the principle path for heat transfer by conductlan into the
structure of
the rail car body is through the points of contact, namely the points of
tangotacy of the
coils with the trough slope ahc~, one way to deter heat loss through the car
structure is
to insulate the slope sheets. While the wood planking used as cushioning
provides some
insulation value, it has tlao disadvantage of being flammable at temperatures
that arc too
low to provide a fully satisfactory operating range. Further, if the slope
sheets of the
trough are to be insulated, then the manner of insulation must be such as to
permit the
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heavy weight of the steel coils to continue to be supported. To this end,
insulating
material, such as a thermally insulating ceramic or ceramic-like material can
be placed
over the oaken baulks that customarily provide a cushioning in the trough for
the coils.
A ceramic, or ceramic like material, may tend to have suitable thermal
insulation
properties and a relatively high crush strength suitable for supporting the
weight of a
coil. Ceramics, or ceramic-like materials, may not tend to perform well if
subject to
abuse or accidental damage from impact loads. A steel load spreader plate, or
liner, can
be placed over the insulati4n material to spread the load and to induce the
testdeney of
the coils to crack or crush a ceramic or ceramic-like thennal insulation
substrate, given
the relatively high local stress concentration that would otherwise be
observed at the
points of tangent contact of the coil with the slope shoats of the trough, and
liven the
possibility of accidental damage during coil handling operations.
Further, the present inventors have observed that, in addition to heat loss
through
the floor of the trough, there is significant heating of the end bulkheads.
When large
warm, or hot, coils are placed over the trucks, they tend to be placed in a
position
abutting the end bulkheads, such that the end bulkheads perform the function
of fixed
position coil stops. As such, the heat transfer from the coils to the end
bulkheads can be
quite high. For example, in one test of a single trough coil car the external
end bulkhead
temperature was observed to be in excess of 200 F when a steal coil at over
500 >~ was
placed against the inside face of the bulkhead. It would be desirable to have
a lower
external surface temperature.
Furthermore, both the end bulkheads and the coil stops provided to discourage
longitudinal ssrotion of the coils once loaded, are customarily provided with
pads suitable
for snug placement against the end face of the coil. Recently these pads have
been made
of plastic materials, such as high density nylon. When hot coils are used, it
is desirable
that materials that melt, char or burn relatively easily, be supplanted by
more fire
resistant materials. More generally, the aides of the coil stop and the faces
of the end
bulkheads are moat advantageously suited to high temperature operation (i.e.,
to about
600 F, if not more).
'The inventors have also noted that when an insulated floor is used, it is
possible
to dispense with the wooden baulks, or planks previously used. That is, rather
than
resting upon the wooden members, the thermally insulating ceramic or ceramic-
like
material arc permitted to lie directly on the deck plates. Should an
excessively hot coil
be placed in the trough, such that the temperature are the underside of the
insulating
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material should approach, or reach, the combustion temperature of the wood,
the
removal of wood Pram underneath the insulating panel removes an element that
might
otherqvise char or burn.
SPRY OF TH» INVENTION
In an aspect of the invention there is a railroad coil car having a length and
a
width. The coil car has a pair of first and second end structures each
mountable apes
a rail car truck. The tail car has a pair of side sills extending between the
end
structures. There is a trough structure for carrying coils mounted between the
side
gills. Each of the side sills has a top chord, a bottom chord and
internnediate structure
joining the top and bottom chords. The coil car has a greater width measured
across
the top chords of the side sills than across the bottom chords of the side
sills.
In an additional feature of that aspect of the invention, the intermediate
structure
of each of the side sills includes a web extending between the top and bottom
chords,
and is inclined at an angle from vertical. In another additional feature, a
center sill
extends lostgitudinally beneath the trough structure and a set of cmsa bearers
extar~ds
tlrom the center sill to each of the side sills. In still another additional
feature, the coil
car further campriscs a longitudinal structural member mounted to the cross
bearers
intermediate the center sill and each of the side sills. In a fltrther
additional feature of
that aspect of the invention, the coil car has a plurality of longitudinal
troughs, one of
the plurality of troughs being mounted above each of the longitudinal
structural
members. In a still further feature, the trough structure is a triple trough
structure
having three longitudinally extending parallel troughs. In another additional
feature, a
set of crass members extend between the side sills, and the trough structure
is
supported by the set of cross members. In still another additional feature,
the trough
structure includes a plurality of longitudinally extending troughs mounted
parallel to
each other. In yet another additional feature. the coil car has at te9st r",
longitudinally extending structural member mounted to bridge the cross
mernbers
intermediate the side sills. In still yet another additional feature, one of
the troughs is
loaatxl above the longitudinally extending structural member. rn a further
additional
feature, the car has at least two troughs and at least two longitudinally
extending
structural mambas mounted to bridge the cross members interrtxediato the side
sills.
Qne of the troughs is located about one of the longitudinally extcndiag
structural
members and another of the troughs is located above another of the
longitudinally
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extending structural members. In still a further additional feature, one of
the troughs
is mounted higher than another relative to top of rail.
In another additional feature, each of the side sills has a pair of end
portions
and a medial portion between the end portions. Each of the end portions leas a
depth
o~ section and the medial portion has a depth of section. The deptkt of
section of the
medial portion is greater than the depth o~ section of the end portions.
In another aspect of the invention, there is a railroad coil car having a
length and
a width. The coil oar has a pair of first and s~ond end structures each
mounted upon
a rail car truck. A pair of side sills extend between the end structures. A,
trough
structure is mounted between the side sills. The trough structure includes at
least two
longitudlually extending parallel troughs. The side sills each have first and
second
end gortions and a medial portion located between the first and second end
portions.
1 ~ The medial portion has a greater depth of section than the end portions.
In an additional feature of that aspect of the invention, one of the troughs
is
m~auntcd higher than another relative to top of rail. In another additional
feature of that
aspect o~ the invention, a set of cross snembcrs extend between the side
sills, and the
2p troughs arc supported by the cross members intermediate the side sills. In
still another
additional feature of that aspect of the invention, at least one
longitudinally extending
30
structural member is mounted to bridge the cross members. In still yet another
additional feature of that aspect of the invention, at least ono of the
troughs is centered
on one of the longitudinally extending structural members.
In another additional feature of that aspect of the invention, the coil car
has at
least one longitudinal stringer mounted to the cross bearers intermediate the
center sill
and one of the side sills. In still another additional feature of that aspect
of the
invention, one of the troughs is centered on the stringer.
In yet another additional feature of that aspect of the invention, a first of
the
troughs has first and second opposed inclined flanks far cradling a coil.
lJach of the
fxxst and second flanks of the first tmugh lies in a plane. The planes
intersect at a first
line of intersection. A second of the troughs has first and second opposed
inclined
flanl~ for cradling a coil. Each of the first and second inclined flanks of
the second
trough lies in a plane. The planes intersect as a second line of intersection.
The first
line of intersection lies farther from top of rail than the second line of
intersection.
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- 11 -
In another aspect of the invention, there is a xailroad soil car, having a
length
and a width. The coil car has a pair of first and second end structures each
mounted
upon a railcar truck. The coil car has a pair of first and second side sills
extending
between the end structures. Each of the side sills has a top chord, a bottom
chord, and
a web extending between the top chord and the bottom chord. A txough structure
is
mounted between the side sills. The trough structure includes at least fray
and second
longitudinally oriented parallel tmughe in which coils can be carried. The
bottom
chords of the side sills are mounted at a level lower than the trough
struetute relative
to top of rail.
In still another additional featuro, a longitudinally extending center sill is
mounted between the aide si119. A set of cross bearers extend bctwoeri the
center sill
and the side sills. The trough structure is carried above the center sill and
the cross
bearers. In yet another additional feature, the center sill has a bottom
flange, and the
bottom flange of the center sill is located at a height at least as high above
top of rail
as the bottom chords of the aide sills.
In still yregt another additional feature, a first longitudinally ext~anding
structural
member is mounted to bridge the cross bearers intermediate the center sill
acrd the first
aide sill. A second longitudinally extending structural member is mounted to
bridge
the cross bearers intermediate the center sill and the second side sill. A
first trough is
mounted to the first longitudinally extending structural member and a second
trough
is mounted to the second longitudinally extending structural member.
In ar~ather aspect of the invention, there is a triple trough railroad coil
car
having a fish belly center sill.
In an additional feature of that aspect of the invention, the fish belly
center sill
has a camber in an unloaded condition of the triple trough railroad car. The
center sill
has a mid span clearance above top of rail that is greater than a clearance of
the center
sill above top of rail at a location away from mid-span.
In another additional feature, ttxe fish holly center sill has a pair of
shallow
depth of section end portions and a central portion of greater depth of
section
therebehveen. The central portion is of constant depth of section. Tn an
alternative
feature, the fish belly center sill has a pear of ends having a shallow depth
of section
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and a central portion extending between the ends. The central portion has a
variable
depth of section. In another altemtative feature, the central portion has a
maximum
depth of section at mid-span between the ends.
In still yet another additional feature, the triple trough includes a pair of
aide
troughs and a center trough arranged therebetween. The pair of aide troughs
and the
center trough extend lengthwise of the ~'lsh belly center sill. One of the
troughs is
carried lower relative to top of rail than the others. In another additional
feature, the
center trough is carried lower relative to top rail thazx the pair of side
tmughs.
14
In another aspect of the inventiaa, there is a railroad coil car having a pair
of
ends mountable on spaced apart railcar trucks. The coil car has a leagth and a
width.
A center sill extends between the ends. The cantor sill has end portions axed
a central
portion intermediate the end portions. The central portion has a greater depth
of
15 section than the end portions. A plurality of longitudinally extend troughs
supported
by the center sill.
In yet another additional feature of that aspect of the invention, the central
trough can carry a coil of a first maximum diameter and each of the side
troughs can
20 carry a coil of a second maximum diameter different from the first maximum
diameter. In still yet another additional feature, the first maximum diameter
is greater
than the second maximum diameter.
In another additional i'eaturc, a pair of longitudinally extending side sills
mount
25 outboard and upwardly of the center sill. In still another additional
feature, the coil car
has shear transfer members attached to the side sills and extending to the
centtr sill
whereby the center sill and the side sills act as an integrated structure
having a second
moment of area greater than the sum of the individual second moments of area
of the
center sill and the side sills.
In an alternative aspect of the invention there is a triple trough coil car
having
a center sill mounted upon a pair of first and second spaced apart rail car
trucks for
rolling motion in a longitudinal mlling direction. A trough structure is
mounted
above, acrd supported by, the center sill. The trough structure includes a
first
longitudinally extexxding trough mounted centrally above the center sell, and
second
and third longitudinally extending troughs mounted parallel to, and to either
side of,
the first longitudinally extending trough. The center sill has a first portion
mounted
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.t~_
over the first thick, a second portion mooted over the second truck, and a
third
portion extending between the first and second portions. The first, sccoud and
third
portions of said canter sill oath have a depth of section. The depth of
section of the
third portion being greater than the depths of section of the first and second
portions.
In another aspect of the invention, there is a coil car having a walkway
mounted within the trough structure to facilitate movement of persoYtnal along
the car,
whether for adjusting the coil stops or for cleaning and maintaining the car.
That is to
say, in that aspect of the invention there is a rail road coil car. It has a
trough structure
supported far carriage by rail car trunks for travel in a longitudinal rolling
direction.
The trough structure has a walkway mounted therewithin.
In a farther feature of that aspect of the invention, the trough structure
includes
a first trough. 'Y'he first tmugh is longitudinally orletltad, and the walkway
is oriented
longitudinally within the first trough. In another feature, the first trough
has a pair of
first and second slope sheets deffning opposed flanks of the first trough. The
first
trough has a vailty bottom between the flanks, and the walkway extexzding
along the
valley bottom. In an additional feature, tread plates are mounted along the
walkway.
In another feature, the rail road coil car has a longitudinal structural
member defining
the valley bottom. In still another feature, the longitudinal structural
member is a
longitudinal center sill.
In a further feature, tho rail road coil car includes a center sill and cross
bearers extending laterally from the center sill. The croaa bearers support
the trough
structure. The longitudinal structural member is a stringer mounted to the
cross
bearers. The longitudinal stringer lion laterally outboard to one aide of the
center sill.
In another feature, the stringer is a first stringer, and the rail road car
includes a
second trough parallel to the first trough. The second trough has a second
valley
bottom lying over a second longitudinal stringer mounted to the cross bearers
along
the second rralley bottom. In another additional feature the first and second
stringers
arc located symmetrically to either side of the center sill. In still another
feature, a
third trough is mounted over the cantor sill parallel to the first and second
troughs.
In a furkher feature, the trough structure includes a second trough extending
pa~lel to the first trough, the second trough having third and fourth slope
slisets
defining opposed flanks of the second trough, the second trough having a
valley
bottom between the flanks thereof, and the second trough having a second
walkway
extending along the valley bottom thereof. Itl mother feature, the rail road
car has
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first and scoond side sills bouading the tro~xgh structure, and the walltway
is located
within the trough structure at a location between the side sills.
In another feature, the rail road tail car has structure defining a cover
interface
to which a coil car cover can be mounted, the interface defining a boundary to
a
region o~the coil car sheltered when a oaver is mounted to the cover
interface, and the
walkway lies within the boundary. In an additional feature, the rail road coil
oar
includes a rail car body, the trough structure is part of the rail oar body,
and the rail
road coil car includes a cover for sheltering tails carried in the trough
structure, the
lp covet being movable to permit loading of the coil car, the cover having a
footprint
mating with the rail car body, and the walkway fails within the footprint of
the cover.
In that additional feature, the rail car body includes first and second side
sills
extending longitudinally slang opposite aides of the trough structure, and the
cover
seats on the side sills. In a farther additional feature, the aide sills each
have a top
chard, and the cover seats on the top chords of the side sills.
In another feature, the coil oar has at least one movable coil stop mounted
thereto, the coil stop Wing co-operable with the trough structure to
accommodate
coils of different thickness in the trough structure. In an additional
feature, the
ZQ walkway provides access to the tail stop. In another additional feature,
the coil stop
is mounted transversely relative to the walkway.
In a further additional feature of the invention, the tail car falls within a
design
envelope width limit of 1~8 inches. The trough structure includes first,
second and
third troughs, the first second and third troughs being parallel acid
extending in the
longitudixlal direotian. First and second side sills extend longitudinally
along opposite
sides of the trough structure. The side sills include respective first and
second top
chord members. At least a portion of each of the respective first and sxond
top chord
members hea within 2 inches of the design envelope width limit.
In another aspect of the invention, them is a rail road coil car. It has a
trough
structure supported by rail car trucks for rolling motion in a longitudinal
direction.
The trough structure includes first, second a»d third troughs, the troughs
being
parallel and extending in the longitudinal direction. At least one of the
first, second
and third troughs has a pair of opposed slope sheets, each of the pair being
inclined at
Ieast 23 degrees from horizontal. The first trough lies between the second aad
third
troughs. The first trough has a capacity to accommodate a coil up to 84 inches
in
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diam~oter and the second trough has a capacity to accommodate a coil up to 4$
inches
in diameter.
In an additional feature of that aspect of the invention, all of the first,
the
second, and the third troughs have respective pairs of opposed slope sheds,
and all of
the slope sheets of the respective pairs are inclined at least 23 degrees from
horizontal.
In another feature, the coil car falls within a design envelope defined by AAR
Plate B;
the trough structure is serried between Longitudinally extending first and
second aide
sills; tech of the side sills has a top chord, and a portion of tech of the
top chords lies
within 2 inches of car width limits of AAR Plato B,
In another feature each of the pair of opposed slope sheets is inclined at an
angle lying in the range of between 23 and 29 degrees from horizontal. In an
additional feature, each of the pair of oppose slops sheets is inclined at an
angle
lying in the range of between 24 and 28 degrees from horizontal. In a most
preferred
feature, eaclz of the pair of opposed slope sheets is inclined at an angle of
27 degrees
from horizontal.
In another feature, all of the first, the second, and the third troughs have
respective pairs of opposed slope sheets, and all of the slope sheets of the
respective
pairs are inclined at an angle lying in the range of 2d to 28 degrees from
horizontal.
In yet another feature each of the first, second, and third troughs has a
valley bottom,
and the valley bottom of the first. trough lies at a lower height above top of
rail than
the valley bottoms of the second and third troughs.
In another aspect of the invention, there is a coil stop for a rail road coil
car.
The coil car has a trough structure in which to carry coils. The coil stop has
a beam
member for spanning the trough structure. The beam member has a first end, a
second end, and a medial portion extending between the first and second ends.
The
coil stop has a $tep mounted on the beam member between the first and second
ends
to facilitate climbing over the coil stop.
In a feature of that aspect of the invention, the step includes a tread plate
mounted upon the beam. In another feature, the step is mounted centrally on
the
beam. In a further feature, a hand grab is mounted to the beam adjacent to the
step.
In an alternative, a pair of first and second hand grabs are mounted to either
side of
the step. In an additional feature, the hand grab 'ss an upwardly extending
hand rung.
In still another additional feature, the beam includes a horiaontal web, aid
the
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step is mountod to the horizont~ web. In an additional feature, the horizontal
web has
lightening holes defined therein. In another feature, at least one of the
first and
second ends has an indexing member mounted thereto for engagement witlx the
coil
car. In still another feature the coil stop izxcludes rollers mounted at the
first and
second ends therefor for facilitating positioning of the coil stop in the
trough structure
of the rail car.
In another aspect of the invention there is a coil stop for a rail road coil
car.
The coil car has a trough structure in which to carry coils. The coil slap
includes a
beam member for spanning the trough structure. The beam member has a first
end, a
second end, and a medial portion extending between the first and second ends.
The
coil stop has rollers mounted at the first and second ands to facilitate
positioning o~
the coil step relative to the trough structure. In a further feature, the coil
stop has
indexing members mounted at the first and stcoad ends of the beam mcmbtr. The
indexing metrtbera are engageable to maintain the coil stop in a fixed
position relative
to the trough structure. In an additional feature, the coil stop has
attachment means
mounted at the first and second ends of the beam by which to secure the coil
stop in a
fixed pomition relative to the trough structur4.
In a further aspect of the invention, there is a rail road coil car having a
rail car
body supported by rail car trunks for rolling motion in a longitudinal
directivtr. The
rail car body including a trough structure for carrying coils, and at least
ono coil stop
for restraining coils loaded in the trough structure. The coif stop is movable
along the
trough structure. t-1 traclrway is mountad to the body for guiding the coil
stop along
the trough structure- The coil stop has fittings engaged with the trackway.
The
fittings and the trackway are co-operable to permit motion of the coil stop
along the
trough structure.
In an additional featurt of that aspect Of the invention, the trough struoturo
includes a first longitudinally oriented trough. The rail car body includes
first and
second side sills extending along the trough structure, and the trackway is
mounted to
the sidt sills. In a further additional feature, the traokway includes a first
portion
mounted to the first side sill and a second poztion mounted to the second side
sill, and
the coil stop has a beam member spanning the trough. The beam member has a
first
end mounted to the first side sill and a second end mounted to the second side
sill.
In another additional feature, the coil stop includes a beam member for
spaztning the trough structure. The beam member has a first end, a second end,
and a
medial portion extending between the first and second ends. The coil stop has
a step
mounted on the beam member between the first and second ends, whereby persona
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1'1 -
Waking along the trough structure can more easily climb over the coil stop.
In an additional feature of that additional feature, the step includes a tread
plate mounted upon the beam. The step is maunted centrally oa the beats, and a
hand
S grab is mounted to the beam adjacent to the step. Alternatively, a pair of
first and
second hand grabs is mounted to either side of the step. In an additional
feature, the
hand grab is an upwardly extending hand rung.
In another feature, the coil stop includes a beam member for spanning the
1b trough structure, the beaxs~ mtmber having a first end, a second end, and a
medial
portion extending between the first and second ends. The body has at least a
first
indexing fitting trtounted thereto. At least one of the first and second ends
has a
second indexing member mounted thereto. The second indexing member is oo~
operable with the first indexing member to maintain the coil stop in a fixed
position
15 relative to the trough structure, In still another featwe, the coil stop
includes rollers
mounted at the first and second ends therefor for facilitating positioning of
the coil
stop in the trough structure of the rail car.
In another aspect of the invention, there is a coil stop for a coil car having
a
20 trough structure in whioh to carry coils. The coil stop includes a beam
member for
spanning the trough structure. The beam member has a first end, a second end,
and a
medial portion extending between the first and second ends. The coil stop has
a hand
grab mounted on the beam member between the first and second ands, whereby to
facilitate climbing over the coil stop by persons wahcing along the tmugh
structure.
Z5
In another aspect of the invention there is a rail road coil car having a
trough
structure supported by railcar trucks for rolling motion in a longitudinal
direotion.
The trough structure includes first, second and third longitudinally aligned,
side-by-
side troughs. Each of the first second and third troughs has deck sheeting for
carrying
30 coils loaded in the troughs. At least one of the troughs has a thermally
insulative
material mounted above the respective deck sheetixlg therof.
In an additional feature of that aspect of the invention, the trough structure
includes laterally extending end walls, and the end watls have thermally
insulative
3~ material mounted thereto. In another additional feature, the end bulkheads
each have
a face Qriented inwardly toward the trough, arid the thermal insulation is
mowatcd to
the inwardly oriented face. In a Further feature, a liner is mounted to the
thermal
insulation material, the liner being mounted to face coils carried in the
trough
structure. In still another feature, the thermal insulation mat~al is mounted
between
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-1s-
the inwardly oriented face of the bulkhead ~d a wear plate.
In a still furthtr feature, the thermal insulation material mounted to the
slope
sheets is overlain by a liner. In an additional feature of that additional
feature, the
thermal insulation material mounted to the slope sheets overlies wooden
planking. In
a still further feature, the thermal insulation mat~xial mounted to the slope
sheets is in
direct contact with the slope shetts. In still another feature the thermal
insulation
material meets the slope sheet on a planar interface free of intervening
layers. In a yet
Rtrther feature, the thermal insulation material is non-flammable to at least
600 F.
In another aspxt of the invention, there is a triple trough rail mad coil car
having a trough structure mounted on rail car trucks for mlling operation in a
longitudinal direction. The trough structure includes first, second and third
side-by-
side trough:. At least one of the troughs has a pair of appoaed inclined slope
sheets
co-operable to cradle a soil. The slope sheets have non-flammable thermal
insulating
materials mounted directly thereto.
In an additional feature of that aspect of the invention, the thermal
insulation
material is operable at temperatures at least as high as 600 F. In another
feature, the
Z0 trough structure includes a pair of transversely mounted walls defining end
bulkheads
of the trough structure, and the end bulkheads also have thermal insulation
mounted
thereto. In still another feature the thermal insulation mounted to the slope
sheets is
overlain by a load bearing liner. In yet another feature, the trough structure
includes a
pair of transversely mounted walls defining end bulkheads of the trough
structure, the
end bulkheads also having thermal insulation mounted thereto, and the thermal
insulation of each of khe end bulkheads is shielded by a wear plate, In
anothar feature,
the thermal insulation mounted to the slope sheets is operable to at least 600
F, and
the thermal insulation mounted to tha end bulkheads is also operable to at
least 60o F.
In another aspect of the i»ventian, there is a triple trough rail road coil
car
having a trough structure carried upon rail car trucks in a longitudinal
rolling
direction. The trough structure inolt~des three side-by side trou$lss. At
least a first of
the troughs has a pair of opposed inclined slope sheets, and a pair of
transversely
extending cad walls defining end bulkheads of the first trough. The slope
sheets arc
each provided with a layer non-flammable structural thermal insulation mounted
thereabove. The non-flammable insulation is overlain by a wear plate. Each of
the
end bulkheads has a layer of non-flammable insulation material mounted thereto
facing inwardly into the trough. The layer of insulation material mounted to
each of
the end bulkheads is shielded by another wear plate.
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rn sty additional feature of that aspect of the invention, the insulation
material
above tl~e slope sheets, and the insulation material mounted to the end
bulkheads
being non-flammable to at least 600 F. In another feature the non-flammable
insulation material lies directly in contact with the slope sheets. In still
another
feature the trough structure is supported by a plurality of cross members
mounted
aloztg the car, and the trough structure is slung between a pair of side sills
whose
depth of section exceeds that of the trough.
In another aspect of the invention there is a triple trough rail road coil oar
having a trough structure mounted on xail car trucks for rolling operation in
a
longitudinal direction. ?he trough structure includes three side-by-side
troughs. At
least one of the troughs has a pair of opposed inclined slope sheets co-
operable to
cradle a coil, and a pair of end walls mounted transvezsely rtlative to the
slope sheets
to define end bulkheads of th~ trough structure. The end bulkheads have
thermal
1 s insulating materials mounted thereto.
In another aspect of the invention, there is a rail road coil car, having a
length
and a width. The coil car includes a pair of dust and second end structures
each
mounted upon a rail car truck, a pair of side sills extending between the end
structures, and a trough structure for carrying coils mounted between the side
sills.
zs
fla~ch of the side sills has a top chord, a bottom chord and interntediate
structure
joining the top and bottom chords. The coil car has a greater width measured
across
the top chords of the side sills than across the bottottt chords of the side
sills, and
the trough structure is lined with thermally insulative materials.
In an additonal feature of that aspect of the invention, the intermediate
structure of each of the aide sills includes a web extending between the top
and
bottonn chords, and is inclined at an an8le from vertical.
RR1FF D~~C'.RIPTIdN O'.F THE Dk~AWIIV(rr5
For a better understanding of the present invention and to show more clearly
how it may be carried into ePFect, reference will now be made to the exemplary
embodiments illustrated in the accompanying drawings, which show the apparatus
according to the present invention and in which:
Figure 1 a is a top view of one half of a coil car according to the present
invention;
Figure Xb is a top view of the coil car of Figure 1 a with decking rennoved to
2oa~asia a
CA 02328648 2000-12-15
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- 20 -
show the struamrel skeleton of the coil car;
Figure 2 is a side view of half of the coil car of Figure x a;
Figure 3a is a cross-sectional view of the coil car of Figure la at mid-span
with the one side sill and one set of deck cushions removed;
Figure 3b is a staggered sectional view taken on '3b - 3b' of the coil car of
Figure 1 a;
Figure 4 is a top view of an altarnatc triple trough coil car to the coil car
of
Figure la;
Figure Sa is a cross-sectional view of the coil car of Figure 4 at mid-span,
showixxg a triple trough arrangement having cross bearers with a
stepped lower flange;
Figure 3b shows the cross-section of F'igura Sa with coils of various loading
configurations shown thereon;
Figure 5c shows a top view of a coil stop of the coil car of Figure Sb;
Figure 4a shows an altornate mid-span coil car cmss-stction to that of Figure
Sa having a cross bearer with a horizontal bottom flange;
Figure 6b shows a further alternate mid-span coil car Cross-section to that of
Figure 5a, having a cross bearer with an inclined bottom flange;
Figure 6e shows a still further alternate cross-section to that of Figure Sa;
Figure 7a shows an isometric view of an altarnative embodiment of coil car to
that of Figure 1;
Figuxe 7b shows a mid-span cross-sectional view of the coil car of Figure 7s;
Figure 7c shows an enlarged cross-sectional detail of a top chord of a side
sill
of the coil car of Figure 7a;
Figure 7d shows an isometric detail o~ the engagement of the .soil stop beann
with the top chord of the coil car of Figuro 7a;
Figure 8a shows a partial side view of an alternate coil car to the coil car
of
Figure 1 a;
Figure 8b shows a mid span cross-section of the coil car of Figure 88;
Figure 8c shows a staggered cross-section of the coil car of Figure $b taken
on
a section corresponding to staggered section '3b - 3b' of the coil car of
Figure 1 a;
Figure 9a shows half a cross-section of an insulated trough stttlchu'e for a
rail
Gar similar to that of l:igurc 4, taken from a mid-span bolster looking
toward an end bulkhead;
Figure 9b shows a cross-section through the end bulkhead taken on '9b - 9b"
of Figure 9a;
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~guro 10a shows an alternate insulated trough structure half cross section to
that of Figure 9a.; and
Figure l l)b shows a detail, from above, of the trough structure of Figure
10a.
ED N O TI
The dcscriptiort that follows, and the embodiments descn'bcd therein, are
provided by way of illustration of sit example, or examples of particular
embodiments
of the principles of the present invention. These examples are pmvidod for
tkte
purposes of explanation, and not of limitation, of those principles and of the
invention. In the description that follows, like parts arc marked throughout
the
specification and the drawings with the same respective reference numerals.
The
drawings arc not necessarily to scale and in some instances proportions may
have
been exaggerated in order more clearly to depict certain features of the
invention.
In terms of general on~ntation and directional nomenclature, far each of the
rail road cars described herein, the longitudinal direction is defined as
being
coincident with the rolling direction of the car, or car unit, when located on
tangent
(that is, straight) txack. In the case of a car having a center sill, whether
a through
center sill or stub sill, the longitudinal direction is parallel to the center
sill, and
parallel to the side sills, if any. Unless otherwise noted, vertical, or
upward and
downward, are tetyns that use top of rail TUR as a datum. The term lateral, or
laterally outboard, refers to a distance or orientation relative to the
longitudinal
centerline of the railroad car, or car unit, indicated as CL - Rail Car. The
term
"longitudinally inboard", or "longitudinally outboard" is a distance taken
relative to a
mid-span lateral section ofthe car, or car unit.
Fl ure
By way of general overview, an example of a coil car is indicated in Figures
19, 16, Z, 3a, and 3b, generally as 2U. For the purposes of conceptual
explanation of
the embodiments illustrated in the various Figures, the major structural
elements of
coil car 20 (and of the alternate embodiments described herein), are both
symmetrical
about the longitudinal centerline of the car (as designated by axis CL) and
symmetrical about the mid-span t1'ansvet'Be section of the car, indicated as
TS.
~oa~asa~.a
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22 -
As shown in Figures 1a, 1b and 2, coil car 20 has a longitudinal rolling
direction, on straight track, parallel to the longitudinal centerline CL. Coil
cax a0
includes a pair of end structures 22 and 24. End structures as and 24 are
mounted on
a pair o~ spaced apart rail car trucks Zd and 28, respectively. Side sills 34
and 3b
extend between end structures 22 and 24 and ~orm the main longitudinal
structural
elements of coil car 20 for resisting vertical loads. An array of cross-
members 32
extends outwardly and away from confer sill 30 to attach to side sills 34 and
3b. A
txough structure for carrying coils, generally indicated as 38, is mounted to,
and
suspended between, side sills 34 and 36.
As shown in Figure 3a, trough structure 38 has three parallel, longitudinally
extending cradles or troughs - a central trough 40 lying between two laterally
outboard outer troughs 4a and 44. Each train is ahapod to cradle steel coils,
or other
similar, generally cylindrical coiled loads, between its inwaxdly and
downwardly
sloping shoulders, namely sloped plates 46 and 47, 48 and 49, SO and 51,
respectively.
More generally, in each of the embodiments described herein each pair of
opposed
sloped plates defines the flanks of a valley, or trough, fvr cradling coils,
and each of
the valleys has a flat valley bottort~, as described below. Each valley is
cantered over
a longitudinally extending structural member, whether a center sill or a
stringer
spaced laterally outboard of the center sill, as described bolow, with the
upper face of
the longitudinal structural rr~.ember also defining the valley bottom. Sloped
plates 46
and 47, 48 and 49, 50 and 51 are lined with cushioning in the nature of wood
decking
52 that acts as a cushion to buffer coils during leading or travel. This
gaomctry
defines longitudinally oriented troughs, that is, troughs in which the winding
axis of
the coils will be parallel to the longitudinal, or rolling, direction of the
rail oar. Load
stabilising partitions in the nature of end bulkheads 54 and moveable
bulkheads,
namely coil stops (not shown), discourage longitudinal sliding of coils loaded
in
troughs 40, 42 and 44.
Describing now the arrangement of troughs 40, 42 and 44 within trough
structure 38, outer troughs 42 and 44 are arranged on either side of central
trough 40.
Central trough 40 lies directly above center sill 30. When arranged in this
fashion, a
portion of the upper flange 60 of center sill 30 forms the bottom of the
valley of
central trough 40. Central trough 40 is carried lower relative to TQR than
outer
troughs 42 and 44 as indicated in Figure 3a by dimension 8. Outer troughs 42
and 44
are mounted above stringers 114 and 116 respectively and are carried at the
sax~ne
height as each other relative to TQR. Having outer troughs 42 and 44 oarned at
a
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different height than central trough 40, may tend to facilitate placement of
the coils in
a position to tend to encroach upon or to marginally overlap each other to
some extent
such that a greater width of coils can be accommodated in a somewhat narrower
width
of coil car than might otherwise be the case.
Troughs 40, 42 and 44 can accommodate various sizes of coils, as illustrated
by tht outlines of coils A, 8, C, D in Figure 3b. When coils are not carriod
in outer
troughs 42 and 44, central trough 40 can oarry a~eoil having a maximum
diameter of
74 inches as indicated by toll 'A'. T'he largest diameter of coil that can be
1Q accommodated by outer troughs 42 and 44, as illustrated when central trough
40 is not
loaded, is 40 inches as indicated by coils 'H'. Coils C and D illustrate
lading
conditions for all three troughs at once.
In greater detail, center sill 30 includes upper flange b0, a pair ~of
parallel
13 vertical webs 6Z and 64 and a lower flange 66, all arranged in a
rectangular box-
shaped form in which the outboard margin~a of upper flango 60 and lower flange
66
extend past webs 62 and 64, as shown in Figure 3a. Center sill 30 is of
substantially
constant cross-suction in the medial span between trucks 26 and ~S. Internal
gussets
68 are welded inside center sill 30 to provide web continuity at tech cross
bearer
20 location.
The array of ernss~members 32 extends between side sill 34 (or 36, as the case
may be) and center sill 30. Array 3z includes bolsters 72 and cross bearers
74.
Bolatera 72 are located amidst end structures 2~ and 24, above railcar trucks
26 and
~5 28. Cross bearers 74 art spaced apart one ftom anothtr at successive
longitudinal
stations along center sill 30 between end structures 22 and a4. As shown in
Figure
3a, each of cross bearers 74 has a web 76, an upper flange 78 and a lower
flange 80.
Upper flange 78 is carried at the level of upper flange 60 of main center sill
30, and is
welded at its proximal, or inboard, edge thereto. Similarly, lower flangt 80
is carried
30 horizontally at the level of, and has its inboard edge welded to, lower
flange 66.
Web 76 txtends from web 64 of center sill 30 beyond the outboard, or distal,
ends of
upper and lower flanges 78 and 80 to form a substantial tongue, or tab $Z
suitable for
welding in a lap joint to web stiffeners of thb structure Of side sills 34 and
3fr, as
shown in Figure 3a.
33
In terms of major structural elements (that is, excluding handrails, brake
lice
fittings, and ancillary items), coil car 20 is symmetrical about center sill
30, such that
Z083Ra43.2
CA 02328648 2000-12-15
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the structure of side sills 34 and 36 is the same. Consequently, a deGeription
of one
will also serve to describe the other. Referring to Figure 3$, side sill 36
has an upper
flange assembly 86, a lower flange assembly 88, and an intermediate structure
90 in
the nature of a web, or webbing 92.
Examining each of these in turn, upper flange assembly 86 has a tap chord
member 94 in the nature of a hollow rectangular steel tube 94, upon which pits
locating plate 98 is mounted. Plate 98 has an inwardly extending perforated
strip or
tongue 100, the parforatians having a constant pitch, seed being of a size and
shape
suitable for engagement by the locating pins of moveable bulkheads or cross-
beams,
namely the coil stops (not shown), used far providing longitudinal restraint
of the
soiled materials ones loaded. Also located intermittently along a more
laterally
outboard region of plate 98 are eyes 102 for locating a cowling or cover (not
shown)
to protect coils loaded on coil car 20 from exposure to rain or snow. Lower
flange
assembly 88 includes a bottom chord member 104 in the nature of a hallow
rectangular steel tube 106.
Webbing 92 extends between, and connects upper flange assembly 86 and
lower flange assembly 88. Webbing 92 includes an upwardly and outwardly
inclined
steel web in the nature of a aide panel sheet 108. Sheet 108 is reinforced at
the
longitudinal station of each successive cross bearer by a web stiffener, or
brace, in the
nature of a section of channel 110. Channel 110 extends between tubes 96 and
106
along the inner face of sheet 108. Channel 110 is a C-channel having its back
facing
inward and its toes welded to sheet 108. Channel 110 provides an attachment
site for
rah 82 of cross bearer 74 to allow mounting of cross bearers 74 to side sills
34 and 36.
Spaci$cally, the sides, or legs, of channel 110, each lie in a vertical plane
perpendicular to the longitudinal centerline of car 20. As such one side of
channel 110 is aligned with the web of each successive cross bearer 74 and
thereby
provides a lap surface to which respective tabs 82 of each cross bearer 74 are
welded
in a lap joint. Sheet 108 has an upper strip, or margin, that is bent to
provide an
overlapping band welded at a lap joint to the outer face of rectangular steel
tube 96.
Similarly, the lower margin, or band, of sheet x08 overlaps, and is welded in
a lap
joint to, the outer face of the bottom chord member, namely tube 106.
A gusset 112 provides vertical web continuity at the longitudinal station of
the
web of each cross bearer 74 to that portion of channel 110 extending to a
height lower
than horizontal lower flange 80. Gusset 112 extends downward to meet the
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CA 02328648 2000-12-15
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uppermost aide of the bottom chord member, namely tube 106, gusset 112 being
smoothly radiused on its most inboard edge to tend to reduce the stress
concentration
that might otherwise develop at the juncture between cross bearer 94 arid side
sill 34,
ar 36 as may be.
Longitudinal structural elements, in the nature of stringers 114 and I16,
noted
above, are mountod upon cross bearers 74 at a medial location slang upper
flange 78
somewhat more than half way frnm the car centerline CL to the distal, or
outboazd,
extremity of cross bearer 74. Each stringer 114 and 114 spans the length of
coil car 20
and is mounted to cross bearers 74 intermediate center sill 30 and each side
sill 34 and
3b. Stringers 114 and 116 are secured by welding to trough structure 38 and
top
flange 78 of cross bearers 74. Stringers f 14 and 116 function to bridge the
gap, or
apace, between adjacent cross bearexs and so to do cross bdarers 74 together
in their
midst, (i.e., at a transversely mid-span location lying between center sill 30
and side
sill 34 or 36 as the case may be), and also provide the backbone of side
troughs 42
and 44. Each of stringers 114 and 116 has a hollow, closed sxtion made by
employing an upwardly opening channel 118 and welding a cover or closure plate
119
across its toes. Sloped outboard and inboard side plates 46 and d7 (or 51 and
50),
~re$pectively, extend on an upward slope away from closure plats 119, the
junctures of
platen 46 and 47 (or 51 and 50) with closure plate 119 occurring above the
respoctivc
toes of channel 118. At its outboard edge, sloped side plates 46 and 51 arc
each
welded in a lap joint to the inboard face of tube 96 of top chord assembly 94.
~lertical web continuity is prnvided by a web plate, or outboard web 124
located in the sumo plane as web 7b of cross bearer 74. Gusset 124 has a lower
edge
welded to upper flange 78 of cxosa bearer 74, and extends upwardly therefl'am
to
connect to a slopod flange 125 that lies against the underside of sloped side
plate 46.
An inboard toe of gusset 124 abuts the outboard upwardly extending leg of
channel
I14, (or 116) and an outboard edge of gu$set 124 is welded in a lap joint to
one of the
legs of ohannel 110 of intermediate structure 90. Web stiffeners 12b are
welded to
both the fare and aft faces of gusset 124. Web stiffeners 12b extend between
sloped
f~az~ge x25 and flange 98, perpendicular to sloped side plate I25, from a
location
under.the mid-point of cushioning decking 52, to discourage buckling of gusset
124.
3S An inboard web lab is also located at the longitudinal station of the plane
of
the web of cross member 74 and has a first, lower, edge abutting flange 78, an
outboard toe abutting the inboard upturned leg of channel 118, a first upper
inclined
10874&43 Z
CA 02328648 2000-12-15
SEC, 15. 2000 5.36p1~ Na. ?009 p. 30
26 -
edge abutting eloped flange 127 directly below shoulder plate 50 (or 47) of
outer
trough 44 (or 42), and a second upper inclined edge abutting sloped flange 1
Z9
directly below shoulder plats 49 (or 48) of trough 40. Flanges 127 and 129 can
be
fabricated from a single piece of flat bar bent to form the vertex between
trough 40
and trough 42 (or 4d). Web stiffeners 130 are provided to extend from inclined
flange
125 to flange 78, web stiffeners 130 running perpendicular to shoulder plate
49 (or
48) from a point in the midst of decking 52. Further web stiffeners 13Z run
perpendicularly from flange 78 to the vertex formed at the interseodon of
shoulder
plates 49 and S0. Further gussets 134, 136, and 13$ are located between, and
run
vertically perpendicular to, flanges 7g and 80 at locations directly beneath
web
stiffeners 132 and the toes of channel 120.
Side sills 34 and 36 have an inclined orientation with respect to the
vertical, as
doted above. That is, webbing 92 is inclined at an eagle ~ from the vextical
such that
the width W~ measured acxoss respective top chords 88 of aide sills 34 and 3b
is
greater than the width W= measured across respective bottom chord members 104
of
side sill 34 and 36. (For the purposes of illustration (Wi/2) and ('VV~/2)
have been
shown as measured from the ccntrcslino CL). $ottom chord members 104 are
located
at a height relative to TQR that is lower than the lower flange 66 of center
sill 30. It is
advantageous for the top' chords of the side sills to be widely spread to tend
to
increase tho trough width, and hence the maximum coil diameters that can be
carried
within the AAR plate H width limit. At the same time, increasing the depth of
section
to increase the second moment of area, and hence resistance to flexure under
vertical
loading, may tend to encourage use of bottom chords that are stepped laterally
inward
relative to the top chords, as shown, to fall within the inwardly sloping
undcrframo
limit such as is permitted under AAR plate "B" or plate "C" envelope shaven in
dashed lines and indicated as "UF".
Although different angles could be used for the slopes of the sides of central
trough 40 and side troughs 42 and 44, in the embodiment illustrated in Figure
3a they
are the same. Their angle, (that is, the angle of sloped sheets 46, 47, A8,
49, 50 and
51) when mea$ured from the horizontal, is greater than 20 degrees, and in
general Tics
in the range of 23 to 29 degrees. It is preferable that the angle be greater
than 24.22
degrees, (at which LIV ~ 0.45) and less than 2$ degrees, and it is most
preferred that
the angle be 27 degreos or thereabout.
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Side sills 34 and 36 have a maximum depth of section at mid-span 70 to
provide resistance against the bending moment induced by the loads carried by
coil
car 20. Considering the aide view of Figure 2, moving away Exam the mid-span
70, the
portion of side sill 34 having the greatest depth of section ends at a paint
designated
as "X" in Figuxe 2, A,t point "X" bottor'za Chord member 104 is obliquely
truncated
and welded to a doglegged upswept fender, or flange 140. Upswept flange 140
follows the lower edge of sheet 108 as it narrows in a transition portion 142
from the
deep, mid-span or medial portion 144 to the narrow, or shallow, end atructuro
portion
146, the upswept flange 140 reaching a sufficient height to clear trucks 2d
and 28, as
the case may be. .
Figures 4. 5a and Sb
Referring to Figures 4, 5a and 5b, in anothez embodiment a coil oar is
generally indicated as 200. Coil car 200 is generally similar to coil car 20.
It has a
cemter sill 20a, a pair of side sips 204 and 206 and cross bearers 208 for
tying side
sills 204 and 206 to center sill x02. The arrangement of center sill 202,
cross bearers
208 and side sills 204 and 206 support a trough structure 210. Trough
structure 210
has three parallel, longitudinahy extending troughs 212, 214 and 21b. Each
trough is
shaped to cradle steel coils, or other similar laada, between its inwardly and
downwardly sloping opposed flanks, or shoulders plates 218 and 220, 222 and
224,
226 and 228, respectively. Troughs 212, 214 end 216 terminate at either end of
car
200 by transverse wall members in the nature of end bulkheads 215, 217.
Ccntcr sill 202 is similar to center sill 30 of coil car 20. It includes an
upper
flake 230, a pair of parallel vertical wpbs 232 and 234 and a lower flange
236, all
arranged in a rectangular box-shaped form in which flue outboard margins of
upper
flange 230 and lower flange 236 extend past webs 232 and 23d.
Each cross bearer 208 has an ttppdr flango 240, a lower flange 24a and a web
244. Unlike upper flange 78 of coil car 20, upper flanga 240 is carried above
the levtl
of upper flange 230 of center sill 202, and lies against the underside of
trough
structure 210. As upper flange 240 extends from side sill 204 and 206, it
slopes
downwardly and upwardly, as the case may be, to ~tnatch the orientation of
ahouldar
plates 218, 220, aaz, a24, 226 and 228. Web 244 extends between lower flange
242
and trough structure 210. At its outboard ez~d or tip, web 244 is welded to
the
structure of side sills 204 and 20b in a lap joint, As about, the upper
flanges of the
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CA 02328648 2000-12-15
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-2$-
center sill and longitudinal stringers form the bottom of the valley of the
respective
troughs.
Lower flange 242 is a stepped lower flange parried at a level higher than the
lower flange 236 of center sill 202. At its inboard edge, lower flange 242 has
an
inboard portion 247 welded to lower flange 236. Inboard portion 247 extends on
an
upward elope outboard and away tl"om lower flange 236 to join a horizontal
transition
gortion 248. In turn, transition portion 248 joins an upwardly sloped portion
249 that
extends towrard side sill 206 or 208, as the case may be. The sloped portion
249 of
lower flange 236 has been trimmed short of side sill 204 or 206. The upward
slope of
inboard portion 247 provides a larger space, indicated generally as 'B' in
which to
locate a brake line. This is advantageous, since it is net then necessary to
punch a
hole through web 244 for the bxake iiz~e, saving fabrication and installation
costs, and
avoiding a stress concentration in web 244.
Each side sill 204, 20b has an upper flange assembly Z50, a lower flange
assembly 252, and an intermediate structure 254 in the nature of webbing 256.
Upper
flange assembly 250 has a top chord member 258 in the nature of a hollow
generally
rectangular steel tube 260. Steel tuba 260 is a formed section having a lower
portion
on a dog leg bend to match the angle of inclination p of webbing 2s6. Unlike
top
chord 94 of coil car 20, top chord 258 is not provided with an inwardly
extending
plate such as plate 98 for locating the pins of the moveable bulkheads (not
shown),
thus tending to permit trough structure 210 to accommodate coils of a larger
diameter
within the limits of AAR plate B than would otherwise be the case. Rather a
perforated formed channel, or strip, 259 is mounted along the face of the
inner web of
top chord 258, the perforations serving as sockets for receiving, and
retaining, the lugs
of a coil atop 280 desctybed below. An angle iron 261 is welded along the
inboard
face of the inboard web of top chard member 238, to bear the weight of the
coil stop.
That is, the coil stop can Slide along aztgXe iron 261 and be locked in place
by seating
removable pins in strip 259 as described below. The arrangement of lower
flange
assembly 232 and webbing 256 is generally similar to that described earlier in
respect
of lower flange assembly 88 and webbing 92 of coil car 20.
Longitudinal structural elements in the nature of stringers 262 and 264 arc
mounted upon cross bearers 208 at a medial location along web 244 somewhat
more
than half way from the car centerline CL to the distal, or outboard, extremity
of cross
bearer 208. Stringers 262 and 264 seat in pockets or rxesses 263 and 265
formed in
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CA 02328648 2000-12-15
DEC. 15. X000 5:37PM N0, 7009 P. 33
-29-
web Z44. Stringers 262 and 26d function to tie cross bearers 20$ togtther in
their
midst, i.e., at a mid-span location, and also pmvide the backbone of side
troughs 2x4
sad 21 b. Each stringer 262, 2b4 has a hollow, rectangular steal section in
the nature
of a tube 266. Respective sloped aide plates 224 or 22b attd 222 or 22$ each
have a
S lip welded to the respective inboard and outboard uppermost corners of tube
2d6 and
extend orx aut upward slope away therefrom. At its outboard edge, sloped side
plate
222 (or 228) has a bent lip welded in a lap faint to the inboard face of tube
260 of top
chord assembly 258. The undersides of sloped side plates 224 (or 22b) and 222
(or
228) are welded to the undulating upper flange 240 of cross bearer 208.
Tread plates, generally indicated as 272, arc mounted to the top surface of
tube
26b intermediate 8.ttachment sites 274 where wood decking 52 i$ fastened to
trough
structure 210, as best shown in Figure 10. The arrangement of tread plates 272
in this
way does not interfere with wood decking 52 mounted within outer troughs 214
and
216, Similarly, tread plates 272 are generally suffioiently thin so that when
coils are
loaded in outer tmughs 214 and 216, the coils do not touch tread plates 272
thereby
tending to avoid damage by tread plates 272. Tread plates 272 provide a no-
sltid
roughened surface to the walkways defined in the valley bottoms and tend to
permit
railway personnel to secure a coil during loading of coil car 200. The
walkways so
defined are fixed in position relative to the trough structure, and do ztot
require special
mochanisrns for deployment or retraction.
Web stiffeners 276 run perpendicular to lower flange 24Z to intersect the
vortex formed at the intersection of shoulder plates 224 and 226. Further
gussets 268
and x70 are located between, and run vertically perpendicular to lower flange
242 and
the lowermost corners of tube 266.
The arrangement of troughs 212, 214 attd 21b is generally similar to that of
troughs 40, 42 and 44 of coil car 20. Outer troughs 214 and 216 are arranged
on
either side of central trough 212. Central trough 212 lies directly about
center sill 202
and is carried lower relative to TOR than outer troughs 214 and 21G. Each
outer
trough 214 and 216 is mouthed shave stringers 262 end 264 and carried at the
same
height relative to TOR as the other.
Troughs 212, 214 and 216 can accommodate various sizes of coils, as
illustrated by the outlines of coils shown in Figure 5b. When coils are not
carried in
outer troughs 214 and 216, central trough 212 can carry a coil having a
maximum
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CA 02328648 2000-12-15
DEC, 15. 2000 5:3BPM N0. 7009 P. 34
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diameter of 84 inches. The largest diameter of soil that can be accommodated
by outer
troughs 214 and 216, when central trough 212 is not loaded, is 48 inches. ,
As noted above in the cozztext of coil car ZO of Figures 1a, 1b, 2, 3a and 3b,
troughs 212, 2i4 and 216 of Figures 4, 5a and Sb have slope angles, indicated
ir1
Figure 5b as 0~, Ax and A3. la general, these angles need not be the same,
although it
is convenient, and preferred, that a single angle be chostn. Tht range of
angles
chosen for any of 9~, 9s and 83 is groater than 20 degrees. As above, the
angles can be
chosen in the range of 23 to 29 degrees, preferably being 24.2 or more, and 28
degrees
or less, and most pxefexably baiug about 27 degrees.
In the embodiment illustrated in Figures 3a and 5b, in single coil mode,
central trough 212 can cradle a coil up to 84 inches in diameter, as indicated
in dashed
:fines as C84. A 74 inch coil is indicated as C74. Similarly, in a two-coil
loading
configuratipn, each of the outboard trougha 214 or a16 can accommodate a coil
of up
to 48 inches, indicated as C48. In the triple coil configuration each of the
troughs can
hold a 30 inch coil, indicated as C30. Alternatively a 38 inch diameter coil,
iadi,catod
as C38, can be accommodated in central tough 214 while two 30 inch coils are
cradled in outer troughs 212 and 216.
2Q
A transversely extending member, or crass beam member, is indicated as 275,
and spans the trough structure from side sill 20b to side sill 204. As
illustrated in
Figure 5b, member 2T5 is in a position to restrain longitudinal motion of
coils
mounted in any of the three troughs. As indicated by angle ~, when measured at
mid-
height (in this case, at the level of its horiaontal web) cross beam member
275
subtends a portion of a minor arc of coil C74. In the preferx'ed embodiment vy
is
greater than 108 degrees, typically being about 122 degrees for coil C74 and
about
112 degrees for coil C84.
The movable cross-beam member 275, namely coil stop 280, is ahown in
Figures Sb and Sc. It has the general farm of an I-beam set on its side such
that
flanges 282, 284 of the Z-beam stand in vertical planes perpendicular to the
longitud~al centerline of car 200, and web 283 lies in a horizontal plane
between the
flanges. Web 283 is perforated, having a number of apertures in the nature of
round
holes Z85 formed in it to reduce its weight. An end plate 286 is welded across
esoh
end of the I-beam, each end plate having through holes for accommodating
locating
releasable retainers in the nature of pins 288. Each pair of locating pins is
joined by a
20834843.2
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-m -
lanyard 290. Lanyard 290 is preferably a cable but could also be a wire,
cable, chain
or strap. In use, pins 288 extend through plate 286 to seat in a pair of
apertures, or
sockets, in strip 259, thus preventing coil stop 2g0 from shi~ng in the fore-
and-aft
{i.e., longitudinal) direction relativt to tht troughs. When so ttig$gtd, a
loclrittg
g member x92 pivots on a pin to bear against a shoulder of puts 288, thus
preventing
them from disengaging from strip 259. In use, locking member 292 is held in
place
by a laterally inward retainer 294 that prevents the handle of locking member
292
from moving laterally inboard. To release pins 288, the handla of locking
member
292 is pivoted upwards, such that locking member 292 no longtr blocks tht
retraction
of the shoulders of pins 2$$. Pulling on lanyard 290 then releases piixs 292,
permitting coil stop 280 to be moved to a different location. A slider 296 is
mounted
under es,ch of end plates 286 and bears upon angle imn 261. It is advantageous
for
slider 296 to have a sliding bearing surface, such as a nylon or high
moltcular wtight
polymer pad or facing.
Figures 6a, 6b and 6e
Figure 6a shows an alternative embodiment of coil car to that of Figure 4, Sa
arid 5b, indicated generally as 300. Coil car 300 differs from coil car 200 in
that,
rather than having upwardly stepped cross btarors such as cross bearers 20$,
coil car
300 has cross bearers 302 having a horizontal lower flange 304 caxxied flush
with the
bottom flange of center sih 304. Cross bearer 302 has a correspondingly deeper
web
308, and gussets 310, 312 and 314. A further radiused gusset 318 lies in the
plane of
web 30$ and extends between lower flange 304 and bottotil chord 316. Coil car
300
has trough structure 210 as described above and employs coil stop 280, and
related
fittings, also as described above.
Figure 6b shows another alternative embodiment of coil car to that of Figures
4, Sa and 5b, indicated generally as 3Z0. Coil car 320 differs from coil car
200 in
having cross bearers 322 having a lower flange 325 that extends in an inclintd
plane
upward and outward from center sill 324. CBrresponding changes arc made in the
size of web 326 of cross bearer 322, end in gussets 32$, 330, 332 and 334.
In the alternative embodiment shown in Figure 6c, a coil car 340 can be
constructed without a center sill between rail car trucks 26 and 28. That is,
stub sills
can be employed at either end of the coil car body with no main sill between
deep side
sills 342 and 344. Coil car 340 has transverse structural members in the
nature of
cross beartrs 346 that extend as continuous beams between a pair of deep side
sills
34$ and 350. Gussets 352 and 354 are built up in the manner of gussets 124 and
128
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CA 02328648 2000-12-15
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- 3z -
noted above, to support upper flanges 356, 357 and 358, that are similar to
items 125,
127 and 129, noted above. The general stringer, trough sheet and cushion
structure is
also similar to that of car 20. The upper flange 360 of cross bearer 346 i&
supported at
the juncture with flanges 358 by gussets 362. Cross bearer 346 has a
continuous
bottom flaage 364.
figure 7a is an isometric view of a preferred embpdimex~t of coil cat,
indicated
generally as 400. It has first and second end sections 402, 404, carried over
spaced
apart rail car trucks 406, 408. Side sills 410, 412 extend between end
sections 402
and 404. A modest center sill 414 extends from end to end of coil car 400
along the
longitudinal centerline, and terminates at draft pockets with draft gear and
couplexs xzt
the manner of rail road cars genexally. Main balsters extend laterally
outboard from
center sill 4x4 at the truck centers to meet side sills 410 and 412. An array
of cross
bearers 418 is spaced along car 400, and is slung between aide sills 410 and
412, and
center sill 414 generally as described above in the context of car 200.
A trough structure, generally indicated as 420, is mounted above, and
supported by, cross bearers 418 and between side sills 410 and 412. That is,
side sills
410 and 412 extend longitudinally along the outboaxd edges of, and define
bounds of,
trough structure 420. As in the other embodiments, aide sills 410 atad 412 lie
at, or just
~uvithin, that is, within two inches of, the AAR plate B width limits. Trough
structure
420 includes a central trough 422, and left and right hand laterally outboard
troughs
424 and 4z6, having the same structure and geometry as troughs 212, 214 and
216 of
coil ear 200, described above. Each of troughs 422, 424, arid 426 has a
walkway 421,
423, 425 with tread plates 428 located at the bast, or groin, that is, the
valley bottom,
of the particular trough. Movable coil stops, each indicated as 430, are
mounted
between side sills 410 and 412 as more fully described below. Each coil stop
has a
stile, or step, 431 with a roughened tread plate 432 and hand grabs 433 to aid
personnel in walking along the valley of central trough 422. Although six coil
stops
arc illustrated, this is representative of any reasonable ntux~ber of coil
stops more
generally, such as may be appropriate for anticipated loading conditions, and
overall
tnaxitnum car weight when loaded. Coil car 400 has a removable cover,
indicated
generally in Figure 7b as 405, and cover guides 407 mounted at the corners of
the car
on the end bulkheads to aid in locating cover 405 in place.
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33 -
Coil car 400 differs from coil car 200 in a number of respects. First, as
shown
in Figure 7b, lower flange 434 of cross bearer 418 has an upwardly angled
portion
435 adjoining the lower flange 436 of center sill 414, and a flat portion 437
extending
from portion 435 to a distal tip next to the lap joint of web 438 with the
vertical
stif~'ener 440 of side sill 41 D (or 412, as rrtay be).
Second, the construction of coil stop 430, and its mating tngagemcnt strip of
side sill 410 (or 412) dif~bra from that of coil stop 280 and strip 259
described above.
As with coil stop 280, coil stop 430 has the construction of an I-beam 442
having
flanges 443 and 444 lying in spaced apart vertical planes, and a web 445 lying
in a
horizontal plane between flanges 443 arid 444. As above, web 445 is
perforated,
having lightening holes indicated as 446. I-beam 442 is capped at either end
by end
plates 448. However, rather than the horizontal pin an~angement of coil stop
280, end
plates 448 have toes 450 that extend past flanges 443 and 444 ins the
longitudinal
direction of car 400. Foes 450 each hare rollers 452 mounted to them to engage
a
load bearing member of the side sill, as described below. In addition, a pair
of
perforated bars, or strips 451 and 452 are welded to the laterally outboard
faces of
plates 448. Strips 451 and 452 stand in parallel horizontal planes and extend
outwardly from end plates 448. The perforations 454 and 455 in strips 451 and
432
are aligned with each other. Perforations 454 and 435 are slots having an
oblong
shape to permit lateral tolerance in the placement of coil stop 430 relative
to side sills
410and4X2.
Third, the construction of the top chord is different from that of top chord
250.
As above, each of side sills 410 and 412 has the same profile, given that, in
terms of
primary structure, coil car 400 is structurally symmetrical both about the
longitudinal
centerline and the transverse central plane of the car. each of side sills 410
and 412
has a top chord assembly, generally indicated as 456, a bottom chord indicated
as 457,
and a webbing assembly 458 extending between the tap and bottom chords.
Webbing
assembly 488 includes both a web sheet 460 and stiffeners in the nature of
posts 462
that extend between the top and bottom chords at longitudinal stations
corresponding
to the longitudinal planes of the webs of cross bearers 418, to which they are
welded.
In contrast to the dog-legged closed box section of top chord 288, top chord
assembly 456 includes a trapezoidal hollow tube 464 having inner and outer
walls
parallel to the slope angle of web sheet 460, and a perpendicular base wall.
The top
wall 465 of hollow tube 464 is formed to lie in a horizontal plane. ,4n
inwardly
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opening C-shaped formed channel member 466 has a back 467 and parallel Iegs
468
and 469. Leg 4(8 lies upon, and is welded to, top wall 465, such that back 4b7
stands
in a vertical plar4e. A cowling support bracket 470, is welded to back 467.
Cowling
support bracket 470 has the form of an ~gla having a relatively tall vertical
log 471
S whose toe is welded to the outboard faro of back 467 of channel member 4b6,
and a
relatively short inwardly extending horizontal leg 472 that extends from the
upper ettd
of leg 471 inboard toward the car centerline. Leg 47z is a flange having
sufficient
width (i.e., the length of the leg from the angle to the tip of the toe) to
support coil
cover 405 such as commonly used on coil care to protect the Lading firm rain
and
I O snow, (More generally, courts such as cover 405 can be used with each of
the other
embodiments described herein). The upwardly facing surface of log 472 and the
correspondictg upwardly facing surfaces of end bulkheads 484 define respective
longitudinal and traasversc edges of a rectangular periphery bounding the
trough
structure, The interface surface of the boundary matches the footprint of
cover 405,
15 such that the trough structure, walkways and coil stops are carried within
the footprint
(i.e., within the vertical projection of area) of cover 405 when installed.
Cover 405 is
removable to permit loading of coils into the trough structure.
As host seen in the enlarged detail of Figure 7a, the upper face of leg 4b8
20 grovxdes a trackway, or bearing surface, upon which rollers 452 can travel
whop coil
stop 430 is not locked in place. Strips 451 and 452 are carried an plates 448
at height
to bracket upper leg 469 of formed channel meznbcr 4b8 in a sandwich
arrangement.
Upper leg 469 has perforations 471 such that a securement or locking member,
such
ns pin 474, can be inserted through strip 451, leg 469 and strip 452. Pitt 474
has a
25 hoed 475 of sufficient sine to seat on the upper face of strip 451, and a
rink 476 to
which a cable, chain, or similar retraction means such as lanyard 290can be
attached.
When pin 474 is installed, it is in a double shear condiraon. Two pins 474 are
used at
each end of coil stop 430 at any given time.
30 The pitch of the oval, or oblong, holes, apertures, slots or namely
perforations
454 in strips 451 and 452 is slightly different frorxt the pitch
ofperfvrations 471 in leg
469 such that a tnovetnent of less than a full pitch will cause a different
set of holes to
align, allowing a finer choice of positions. That is, the pitch of holes in
lag 469 is 3
inches. The Bitch of the slots in strips 4S1 and 452 is 1.8 inohes. Liven the
8 slot
35 arrangement, the different pitches are such that at least 2 sets of slots
and >aoles will
line up at every O.b inch increment in travel along the leg 4b7. In this way,
perforations 454 in strips 451 and 452, and perfora4ons 471 in strip 469 act
as co-
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35 -
operating indexing members. T'he pitch of ono set of indexing members is
different
from tho pitch of the other, such that the effective resolution, or
incremented
graduation, is less than either pitch by itself.
The mounting of rollers 452 on the extending tugs ox tots 45D, or lugs, of end
plates 446 gives a relatively loxrg wheelbase for coif stop 430 and
facilitates operation
of coil stop 430. While rollers are preferred, in an alternative embodiment a
polymeric slider pad could be used in place of rollers as used in coil car
200. Nylon
pads, or cushions, 4T1 are mounted to the outside faces of flangoa 443 and 444
in a
14 position to cont$ct coils carded in the troughs, and tend to discourage
dacttage to the
odge of the coils. Similar pads 47$ are mounted to the inward fact of tho end
bulkheads 4»4.
In operation, rail yard pcraonnol can ascend the and walkways 4$0 of car 400
15 by means of the ladders 4$2 located at the corners of the car. Personnel
can step over
end bulkhead 484 and walk along the walkways provided along any of troughs
4Z2,
4~4, or 42b. A step with a tread plate 4$6 is provided on end bulkhead 484
oppa8itc
the end of the walkway of central trough 4Z2. In stepping over each coil stop
430
porscnnel can steady themselves with the assistance of the safety appliances,
namely
20 handles 433 having the form ofU-shaped, downwardly opening hand rungs 48g,
In the process of leading a coil, the coil stop pins are disengaged from leg
469
and coils stops 430 arc urged to positions leaving a long enough space for the
coil {or
coils, if mare than one of the troughs is being used) to be loaded. Each coil
is lowered
25 into place, typically by a crane. The next adjacent coil stops 430 are
urged into
position snug against the coil (or coils), or as nearly so as practicable, and
the locking
members, namely pins 4~4 are engaged as shown in Figure 7b. Shimming or
packing
materials are used if recluircd. The movement of coil stop 430 can be either
by a
single person working in the center trough, or by two persons co-operating to
push ors
30 either side from the outer troughs. The next coil, or coils are placed in
position, arid
further coil stops are moved into position, and so on.
' and $
3$ In a further alternative embodiment, a coif car 480 can be constructed with
a
center silt having a variable depth of section. As about, coil car 4$0 is
symmetrical
about both it longitudinal centerline and a transverse axis at rnid-span
between trucks
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- 36 -
26, 28, henco only a half illustration is provided to reprcse~nt both ends.
Reforrin~g to
Figures 8s, 8b, and 8c, the structure of coil car 480 includes a center sill
482
extending longitudinally between rail oar ends 484 and 486. Center sill 482 is
the
primary longitudinal structural element in coil car 480 for resisting vertical
loads.
Longitudinally extending side sills 490 and 492 are tied to centre sill 482 by
an array
of cross-members 488 that extend outwardly and away therefrom. The
arraa~gement
of canto sill 482, cross bearers 448 and side sills 490 and 492 support trough
structure 494. Trough structure 494 has three parallel, longitudinally
extending
troughs 496, 497 and 49$, Central trough 498 is arranged between outboard
troughs
496 and 497 and is carried at a lower height relative to TOR than outboard
troughs
496 and 497.
Irxamining centor sill 4$2 in greator detail, it has a detp cexitral portion
500
located iritormediate two relatively shallow end portions 302 and 504. Central
I S portion 500 has a constant depth of section. The transition from the
relatively shallow
scctian at end portions 502 and sQ4 to the doep sactio~n at central section
500, occurs
as a step, as shown in Figure 8a. A center sill of variable section, having
shallow
tnds to clear the tn~cks, and deeper mid-span depth, whether constant or
tapered, are
often referred to as fish belly enter sills, Alternatively, irt another
embodiment,
central portion S00 can have a variablo depth of section, the depth of section
being
greatest at a mid-span 70 distance between end portions 502 and 504. The
maximum
depth of section is provided at mid-span 70 to cotrospond to the location of
the
greatest bending monnent. The transition from the relatively shallow section
at end
portions 502 and 504 to the deep section at central section 500, occurs in a
substantially linear fashion, that is, the section tapers linearly moving away
from the
mid-span 70.
Center sill 482 is cambered such that, in an unloaded condition, the mid-span
clearance above top of rail is greater than at the truck centers. The camber
allows the
center sill d82, in an unloaded condition, to have a clearance about top of
rail (TOR)
at mid-span 70 that is greater than the clearance above TOk at a location away
from
mid-span 70. In this way the depth of section of centre sill 482 at mid-span
70 can be
maximized, while maintaining the minimum required clearance above (TOR) for
the
coil car when in a loaded condition.
Referring to Figure 81y, $ah belly center sill 482 includes an upper flange
5I0,
a lower Mange 51Z, and a pair of parallel vertical webs 514 and 516 that
extend
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-37-
thcrabetween, Upper flange 510 of fish belly center sill 482 lies flush with
the upper
flange 506 of cross bearers 489. Vertical webs 514 and 516 extend below lowtr
flange 508 of cross bearers 489 to join lower flange 512. At the location
where lower
flange 50$ of cross bearers 489 intersect with vertical webs 514 and 514, a
gusset 5X$
is provided between vertical webs S14 and 51 G. A plate 520 is welded to lower
Mange 502 of fish bully center sIl1482 to provide additional reinforcement.
rn this embodiment, a different side sill configuration is used. As shown in
p'igure 8b, each of side sills 490 and 492 includes a top flange assembly 526
and a
, web 528. No bottom flange assembly or bottom chord member is provided. The
structure of side sills 490 and 492 does not extend below lower flange 312 of
fish
belly center sill 482. But rather terminates at the leval of the lower flange
of cross
bearer 489. Tap flange assembly 526 has a top chord member S30 in the rlaturo
of a
3zallow rectangular steel tube 532. Web 528 has a bent upper margin welded to
the
outer face of rectangular steel tube 532 . Web 52$ extends downwardly, sad
inwardly
on an angle, and is attached to the ends of cross bearers 489.
The trough structure of coil car 480 is the soma ~ trough structure 38 of coil
car 20, described above, A fish belly center sill coil car can also be
manufactured
having tha main sill and cross bearer construction of coil car 480, and the
trough
stricture of either coil car 200 or coil car 400, as shown in the Figures and
described
about, including internal walkways in the central or side troughs, or both. It
will be
understood that a center sill coil car, as shown in Figures 8a, 8b and $~, can
have coil
stops such as coil stops 180 or 23p, and coil stop retention means as
described above.
as
i a 9a 9h to a 1p
Figures 9a and 9b show portions of a rail road coil car 550 whose structural
elements are as described above in the context of rail car x00, and where
those
elerrtents arc common, the same identification numerals are employed. Coil tax
550
differs from cat 200 (and car 400) by having an insulated trough structure.
Figure 9a
shawl a half section of coil car 550 taken from in front of the last full
depth cross
bearer toward end bulkhead 215 (or 21'7). Au above, since car 550 is
symmetrical, a
de&cription of ono half is sufficient to describe both halves. Coil car 550
has a central
trough 553 having Left and right hand opposed inclined slope sheets 554 and a
pair of
left and xight hand outboard troughs 555 each having opposed inboard and
outboard
inclined slope sheets 556, 55$ bearing the same proportionate lengths as the
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CA 02328648 2000-12-15
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- 38 -
corresponding slope ahetts of oar 200. Sheets 554, 55b and 538 era steel
plates that
overlie an array of cross bearers such as cross bearers 208. Toughs 553 and
555 are
laved with coil cushioning members in the nature of wooden planl~ing 560,
generally
similar to wood decking 52 noted above, held in place with rcspectave
retaining
brackets 561, 562, and 563.
Respective layers of load supporting insulating material are indicated as 564,
565, and 56b. It is advantageous that this material be a ceramic or ceramic-
like
material having relatively low thermal conductivity as compared to steel, and
a
relatively high crush strength suitable for supporting the relatively
concentrated load
exertod under tangent contact of large steal coals. This material is a calcium
silicate
panel material identified as Marinite I, (t.m.) supplied by BNZ Materials,
Inc., of 400
High Street, iron Horse Park, North Hilletica, MA 01862. Insulating layers
564, 565, .
and 566 are roughly ~/, inches thick. According to BNZ product literature,
calcium
silicate patrols of this nature do not support combustion and can be used in
contact
with objects in excess of 1000 F.
Insulating layers Sb4, 365, and 566 are overlain by load spreading protective
layers, or liners, in the nature of respective wear plates 569, 5b~, and 570,
malt of a
bent steel plate of %a inch thiokness. Insulating layers 5d4, 565, sad s66 are
nailed to
planking 560. Wear plates 5b8, 569, and 570 are also maintained in place by
retaining brackets 561, 56a, and 563. Each of wear plates 568, 569, arid 570
present
an engagement, or baarin~ surface 372, 573, or 5~4 regpectivcly, to coils
positioned in
troughs 533 and 555, the size of the respective bearing surfaces measured
along the
slope being sufficient ko accommodate the range of coil lazes far whic$ the
car is
designed.
In addition to the deck insulation thus described, car 550 has insulation
mounted to end bulkhead, 215 (or 21'n. Zrt the section of Figure 9b, the top
chord of
the side sill is indicated as 250, as above. An upper cross-member S74 in the
foam of
an I-boom turned on its side extends across car 550 from top chord to top
chord. The
endmost inclined cross member is a channel indicated as S'75. Charnel 575 is
mounted on its aide, with toes inward against a trough cndwall panel member in
the
nature of a bullthead sheet 576. Channel 575 runs on the sarrte stepped slope
profile
as cross bearers z08 from center sill 202 to side sill top chord 250, the
outboard tip
being mitred to locate against vertical web Z54 and underneath top chord 250
in a
manner similar to cross bearex member 208 shown in Figure 9a.
Bulkhead sheet 576 extends across the width of coil car 550 from web 256 of
one side sill, to web 256 of tht other side sill, and is trimmed to
accommodate top
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-39-
chord 258. Bulkhead shoat S76 has an upwardly cxtanding lip S80 that statlds
proud
of (that is, higher than) the top flange of top chord 258, lapping against the
longitudinally inboard facing surface of the inboard flange of upper cross
member
574,
A layer of insulating material for insulating the end bulkhead ",,all, (namely
bulkhead sheet 576,) in the nature of a ceramic or ceramic-like material is
indicated as
582. It is preferred that insulating material 582 be a oalcium silicate
structural
insulation, such as Marinite I (t.m.) noted about, and that the lower edge (aa
installed)
of the i~ulatixtg layer be forxnod, or trimmed, to match the sloped profile of
slope
sheets 554, 556, 558 and the top flango of center sill 202. The upper edge of
insulating material 582 conforms to the upper edge of end bulkhead sheet 576.
In
contrast to the bulkhead sheets of car 400, of Figure 7a, bulkhead sheet 576
does not
have cuahionin~g material like cushioning material d78 in the nature of a high
1S molecular weight polymer that might be prone to melting or catching fire,
Rather,
insulating material 582 is captured between bulkhead shit S7b and an end
bulkhead
liner, or wear plate, 584, that has a bent lip, or leg 586 mating with the
uppermost tip
of the innermost flange of cross member 574. Wear plate 5$d hoe a major
portion,
being a depcndittg sheet terminating at, abutting and attached to, slope
sheets 554, 556
and 558. Wear plate 584 may tend to protect insulating layer 582 from
accidental
damage due to coil mis-handling, and presents a smooth, hard surface free of
flammable or meltable materials toward coils carried in troughs 553 or 555.
In the embodiment of Figure 10a, a rail road coil car 600 has the samo
construction as rail road car 550, except insofar as wooden cushioning
planking is not
employed. Rather, insulating layers of structural thermal insulation,
indicated as 60Z,
603 and 604, respectively, are mountod directly on slope sheets 606, 607 and
608. A
stop strip 609 is welded to the upper flange of the center sill to provide an
abutment
against the lower edge of thermal insulation b02, thus to discourage thermal
insulation
602 from migrating down tho alopo of sheet 606 toward center sill 202.
Insulating
layers 602, 603, and 604 are overlain by load spreading protective layers, or
liner, in
she nature of respective waar plates 610, and 611, and b12, each made of a
bent steel
Plato of'/, inch thickness. Wear plate 610 has minor bent legs formed as tabs
612
folded over the vertex between slope sheets 606 and 607. Tabs 612 are bolted
to
slope sheet 607 in reliefa formed in insulating layer 603 end wear plate 611,
The head
of the bolt 614 lies shy of the plane of the surface of wear Plato 611, aiad
both the bolt
head and nut have insulated washers above and below slope sheet 607. Wear
plate
611 has corresponding bent tabs 616 folded over the vertex between the central
and
outboard troughs, as shown in Figure 10b. The major legs of wear plates 610,
arid
208J484~.2
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- 40 -
611, and 612 each present an engagement, or bearing surface to coils
positioned in
either the control or outboard troughs, the size of tl~e leg measured along
the slope
being sufficient to accommodate the range of coil sizes for which the car is
desigcted.
S As described, irn this way thermally insulative material having sufficient
structural strength to bear the load of coils is placed dirtctly upon the
slope sheets, the
assembly so formed being free of flammable materials such as wood or plastic.
That
is, the non-flammable thermally insulative material is directly in conkact
with the
slope sheets. Unlike the wooden planks, the thermally insulative layer is non
t0 flammable to a tennperature of at least 400 F.
Tlte insnated features of the coil car embodiments of Figures 9a, 9b, 10a and
10b, can be applied, with suitable changes in geometry, to others of the
examples of
coil oars described herein such as coil car x0, 400, or coil car 500 so as to
combine the
15 insulated features of coil oars 550 or 600 with the features of coil cars
20, 400 or 500.
A preferred eutbadiment has been described in detail and a number of
alternatives have been considered. As chance$ in or additions to the above
described
embodiments may be made without departing frotn the nature, spirit or scope of
the
20 invention, the invention is not to be limited by or to those details, but
only by the
appended claims.
aos3as~.a
