Note: Descriptions are shown in the official language in which they were submitted.
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' TRIPLE TROUGH COIL CAR WITH DEEP CENTER SILL
FIELD OF INVENTION
This invention relates to the field of railroad cars having multiple troughs
for
transporting heavy cylindrical objects such as, for example, coils of rolled
sheet metal.
S BACKGROUND OF THE 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. The coils are generally carried in a trough,
or troughs,
mounted on a railcar underframe. The troughs are generally V-shaped and have
inwardly inclined surfaces that support the coil. The troughs 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 points such that the coil
is
prevented from rolling.
A coil car may have single, double or triple longitudinally extending troughs.
The 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 coil cars have been
provided
with trough assemblies that can be shifted to permit conversion between
different
trough modes. An example of a coil car that can be converted from a single to
a
double trough mode can be found in U.S. Pat. No. 3,291,072, issued to
Cunningham
on Dec. 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 car utilisation is improved. Hence, the car is more economically
attractive to a
user.
Historically, coil cars have been constructed on a flat car underframe having
a
through-center-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
deck. In
such a car the cross-bearers carry loads into the main center sill. 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 be very heavy in such cars, since they are relied upon to carry
the vertical
bending load.
Alternatively, another way to construct a coil car having a triple trough
arrangement employs a central trough supported by a main center sill and an
array of
laterally extending cross-bearers and cross-ties that are angled upward and
outward in
a V-shape. At their distal end the cross-bearers and cross-ties meet, and are
tied
together by, relatively small side sills in a manner generally similar to a
flat car. A
central trough extends longitudinally above the center sill with side troughs
lying
outboard of the central trough. The side troughs are formed using slanted
decking 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. One way to do this
is
to employ a deep center sill, elevated side sills, and substantial cross-
bearers mounted
in a V between the center sill and substantial, load bearing side sills. The
cross
bearers and trough sheets carry shear between the side sills and the center
sill. 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, and at the point of the V,
namely the
center sill. In this arrangement, under vertical bending loads, the side sills
are in
compression, and the main sill is in tension.
In the cases 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 bending moment due
to
vertical loads may tend to be greatest.
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- Another way to achieve a greater depth of effective section in an integrated
structure, so that a higher sectional second moment of area is obtained, is to
employ
deep side sills, in a manner akin to a well car. The deep side 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
side sills
which carry the great majority of the bending load. The cradle itself may have
a
center sill to tie the cross-bearers together at mid-span between the side
sills. A center
sill of modest proportions is sufficient 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 side sills are used, the minimum height of the bottom chord of the
side sill is determined by the underframe portion of the design envelope
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, so 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 top chords of the side 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 steel coils in a side-by-side
arrangement. If three troughs are provided, it is advantageous for the center
trough to
be carried at a different height, relative to top of rail (TOR), than the
outboard, or
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 top of
rail, then the sum of the diameters of the coils, plus the necessary clearance
between
coils, is limited by the maximum allowable coil car lading width. However, if
the
coiling axis of rotation of one coil is higher than an adjacent coil of equal
or 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,
generally, this
will allow the vertical projection of the outboard coil to encroach more
closely to the
inner edge of the top chord, and so permit a larger coil to be carried in the
outboard
trough. This condition may be 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 area of the primary load bearing structure varies strongly
with the
depth of section, it is better for the side sill top chord to be carried at a
relatively high
level. Since the height of the top chord is related to the height of the
outboard trough,
1 S 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 be 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 to 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, may only be able to
accommodate
36 inch coils in the outboard troughs when the central trough is empty if the
troughs
are all carried at the same height. However, if the outboard troughs are
carried at a
higher level, then 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 carried 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
sloped 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 tend 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 them 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,
fix the width of the flat bottom. For troughs having the same angle of slope
and the
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. However, 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 between 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 B, with a width of 128 inches.
In the
past, coil cars have carried walkways outboard of the side sills of the trough
cradles.
It is advantageous not to have walkways that would extend beyond the plate B
limit.
One inventor has suggested using folding walkways that can be moved to a
retracted
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position within the side sills. It would be advantageous to employ fixed
walkways
- that do not require moving mechanisms.
Another rail road requirement has been 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 trough after a coil has been 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
releasably, or removably anchored, typically with pins that locate in
perforated strips
mounted to the side sills. Shims are then inserted between the coil stop and
the coil to
give a snug fit. One 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 use 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 end,
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 car. 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 defining the slope of the trough sheets, the stringer, such as a
hollow
section, can be located in a relief formed in the cross-bearer web. The bottom
of the
trough so formed may also provide a walkway space. When the bottom of the
trough
is used as a walkway, it may be advantageous for the coil stop to be provided
with
climbing means, such as a step, or stile, and handgrabs.
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SUMMARY OF THE INVENTION
In an aspect of the invention, there is a triple trough railroad coil car
having a
S 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, the fish belly center sill has a pair of
shallow
depth of section end portions and a central portion of greater depth of
section
therebetween. The central portion is of constant depth of section. In an
alternative
feature, the fish belly center sill has a pair of ends having a shallow depth
of section
and a central portion extending between the ends. The central portion has a
variable
depth of section. In another alternative 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
side
troughs and a center trough arranged therebetween. The pair of side troughs
and the
center trough extend lengthwise of the fish 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 than the pair of side
troughs.
In another aspect of the invention, there is a railroad coil car having a pair
of
ends mountable on spaced apart railcar trucks. The coil car has a length and a
width.
A center sill extends between the ends. The center sill has end portions and a
central
portion intermediate the end portions. The central portion has a greater depth
of
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
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.
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In another additional feature, a pair of longitudinally extending side sills
mount
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
center 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 rolling direction. A trough structure is
mounted
above, and supported by, the center sill. The trough structure includes a
first
longitudinally extending trough mounted centrally above the center sill, 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
over the first truck, a second portion mounted over the second truck, and a
third
portion extending between the first and second portions. The first, second and
third
portions of said center sill each 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.
BRIEF DESCRIPTION OF THE DRAWINGS
For a better understanding of the present invention and to show more clearly
how it may be carried into effect, reference will now be made to the exemplary
embodiments illustrated in the accompanying drawings, which show the apparatus
according to the present invention and in which:
Figure la is a top view of one half of a coil car according to the present
invention;
Figure 1b is a top view of the coil car of Figure la with decking removed to
show the structural skeleton of the coil car;
Figure 2 is a side view of half of the coil car of Figure la;
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 la;
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Figure 4 is a top view of an alternate triple trough coil car to the coil car
of
- Figure la;
Figure 5a is a cross-sectional view of the coil car of Figure 4 at mid-span,
showing a triple trough arrangement having cross-bearers with a
stepped lower flange;
Figure 5b shows the cross-section of Figure 5a with coils of various loading
configurations shown thereon;
Figure 5c shows a top view of a coil stop of the coil car of Figure 5b;
Figure 6a shows an alternate mid-span coil car cross-section 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 6c shows a still further alternate cross-section to that of Figure Sa;
Figure 7a shows an isometric view of an alternative embodiment of coil car to
that of Figure 1;
Figure 7b shows a mid-span cross-sectional view of the coil car of Figure 7a;
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 of the engagement of the coil stop beam
with the top chord of the coil car of Figure 7a;
Figure 8a shows a partial side view of an alternate coil car to the coil car
of
Figure la;
Figure 8b shows a mid span cross-section of the coil car of Figure 8a;
Figure 8c shows a staggered cross-section of the coil car of Figure 8b taken
on
a section corresponding to staggered section '3b - 3b' of the coil car of
Figure la.
DETAILED DESCRIPTION OF THE INVENTION
The description that follows, and the embodiments described therein, are
provided by way of illustration of an example, or examples of particular
embodiments
of the principles of the present invention. These examples are provided for
the
purposes of explanation, and not of limitation, of those principles and of the
invention. In the description that follows, like parts are marked throughout
the
specification and the drawings with the same respective reference numerals.
The
drawings are not necessarily to scale and in some instances proportions may
have
been exaggerated in order more clearly to depict certain features of the
invention.
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- In terms of general orientation and directional nomenclature, for 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) track. 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 terms that use top of rail TOR 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 of the car, or car unit.
Fisures la, 1b, 2, 3a and 3b
By way of general overview, an example of a coil car is indicated in Figures
la, 1b, 2, 3a, and 3b, generally as 20. 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 transverse section of the car, indicated as TS.
As shown in Figures la, 1b and 2, coil car 20 has a longitudinal rolling
direction, on straight track, parallel to the longitudinal centerline CL. Coil
car 20
includes a pair of end structures 22 and 24. End structures 22 and 24 are
mounted on
a pair of spaced apart rail car trucks 26 and 28, respectively. Side sills 34
and 36
extend between end structures 22 and 24 and form the main longitudinal
structural
elements of coil car 20 for resisting vertical loads. An array of cross-
members 32
extends outwardly and away from center sill 30 to attach to side sills 34 and
36. A
trough 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 42 and 44. Each trough is shaped to cradle steel coils,
or other
similar, generally cylindrical coiled loads, between its inwardly and
downwardly
sloping shoulders, namely sloped plates 46 and 47, 48 and 49, 50 and 51,
respectively.
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More generally, in each of the embodiments described herein each pair of
opposed
sloped plates defines the flanks of a valley, or trough, for cradling coils,
and each of
the valleys has a flat valley bottom, as described below. Each valley is
centered over
a longitudinally extending structural member, whether a center sill or a
stringer
spaced laterally outboard of the center sill, as described below, with the
upper face of
the longitudinal structural member 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 loading or travel. This
geometry
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 car. 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 TOR 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
same
height as each other relative to TOR. Having outer troughs 42 and 44 carried
at a
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 the outlines of coils A, B, C, D in Figure 3b. When coils are not carried
in outer
troughs 42 and 44, central trough 40 can carry a coil having a maximum
diameter of
74 inches as indicated by coil 'A'. The largest diameter of coil that can be
accommodated by outer troughs 42 and 44, as illustrated when central trough 40
is not
loaded, is 40 inches as indicated by coils 'B'. Coils C and D illustrate
lading
conditions for all three troughs at once.
In greater detail, center sill 30 includes upper flange 60, a pair of parallel
vertical webs 62 and 64 and a lower flange 66, all arranged in a rectangular
box-
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shaped form in which the outboard margins of upper flange 60 and lower flange
66
extend past webs 62 and 64, as shown in Figure 3a. Center sill 30 is of
substantially
constant cross-section in the medial span between trucks 26 and 28. Internal
gussets
68 are welded inside center sill 30 to provide web continuity at each cross-
bearer
location.
The array of cross-members 32 extends between side sill 34 (or 36, as the case
may be) and center sill 30. Array 32 includes bolsters 72 and cross-bearers
74.
Bolsters 72 are located amidst end structures 22 and 24, above railcar trucks
26 and
28. Cross-bearers 74 are spaced apart one from another at successive
longitudinal
stations along center sill 30 between end structures 22 and 24. 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 flange 80
is carried
horizontally at the level of, and has its inboard edge welded to, lower flange
66.
Web 76 extends 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 82
suitable for
welding in a lap joint to web stiffeners of the structure of side sills 34 and
36, as
shown in Figure 3a.
In terms of major structural elements (that is, excluding handrails, brake
line
fittings, and ancillary items), coil car 20 is symmetrical about center sill
30, such that
the structure of side sills 34 and 36 is the same. Consequently, a description
of one
will also serve to describe the other. Referring to Figure 3a, 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 top chord
member 94 in the nature of a hollow rectangular steel tube 96, upon which pin
locating plate 98 is mounted. Plate 98 has an inwardly extending perforated
strip or
tongue 100, the perforations having a constant pitch, and 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 for providing longitudinal restraint
of the
coiled materials once 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
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assembly 88 includes a bottom chord member 104 in the nature of a hollow
- 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 side 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
tab 82 of cross-bearer 74 to allow mounting of cross-bearers 74 to side sills
34 and 36.
Specifically, 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 108 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
uppermost side 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 74 and side
sill 34,
or 36 as may be.
Longitudinal structural elements, in the nature of stringers 114 and 116,
noted
above, are mounted upon cross bearers 74 at a medial location along upper
flange 78
somewhat more than half way from the car centerline CL to the distal, or
outboard,
extremity of cross bearer 74. Each stringer 114 and 116 spans the length of
coil car 20
and is mounted to cross-bearers 74 intermediate center sill 30 and each side
sill 34 and
36. Stringers 114 and 116 are secured by welding to trough structure 38 and
top
flange 78 of cross-bearers 74. Stringers 114 and 116 function to bridge the
gap, or
space, between adjacent cross-bearers and so to tie cross-bearers 74 together
in their
midst, (i.e., at a transversely mid-span location lying between center sill 30
and side
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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 section 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 47 (or 51 and
50),
respectively, extend on an upward slope away from closure plate 119, the
junctures of
plates 46 and 47 (or 51 and 50) with closure plate 119 occurring above the
respective
toes of channel 118. At its outboard edge, sloped side plates 46 and 51 are
each
welded in a lap joint to the inboard face of tube 96 of top chord assembly 94.
Vertical web continuity is provided by a web plate, or outboard web 124
located in the same plane as web 76 of cross bearer 74. Gusset 124 has a lower
edge
welded to upper flange 78 of cross bearer 74, and extends upwardly therefrom
to
connect to a sloped 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
114, (or 116) and an outboard edge of gusset 124 is welded in a lap joint to
one of the
legs of channel 110 of intermediate structure 90. Web stiffeners 126 are
welded to
both the fore and aft faces of gusset 124. Web stiffeners 126 extend between
sloped
flange 125 and flange 78, perpendicular to sloped side plate 125, from a
location
under the mid-point of cushioning decking 52, to discourage buckling of gusset
124.
An inboard web 128 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
edge abutting sloped flange 127 directly below shoulder plate 50 (or 47) of
outer
trough 44 (or 42), and a second upper inclined edge abutting sloped flange 129
directly below shoulder plate 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 44). 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 132 run
perpendicularly from flange 78 to the vertex formed at the intersection of
shoulder
plates 49 and 50. Further gussets 134, 136, and 138 are located between, and
run
vertically perpendicular to, flanges 78 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
noted above. That is, webbing 92 is inclined at an angle r1 from the vertical
such that
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the width Wi measured across respective top chords 88 of side sills 34 and 36
is
- greater than the width W2 measured across respective bottom chord members
104 of
side sill 34 and 36. (For the purposes of illustration (W1/2) and (Wl/2) have
been
shown as measured from the centreline CL). Bottom chord members 104 are
located
at a height relative to TOR 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 the trough width, and hence the maximum coil diameters that can be
carried
within the AAR plate B 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
underframe
limit such as is permitted under AAR plate "B" or plate "C" envelope shown 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, 48,
49, 50 and
51) when measured from the horizontal, is greater than 20 degrees, and in
general lies
in the range of 23 to 29 degrees. It is preferable that the angle be greater
than 24.22
degrees, (at which L/V = 0.45) and less than 28 degrees, and it is most
preferred that
the angle be 27 degrees or thereabout.
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 side view of Figure 2, moving away from the mid-span
70, the
portion of side sill 34 having the greatest depth of section ends at a point
designated
as "X" in Figure 2. At point "X" bottom 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 structure
portion
146, the upswept flange 140 reaching a sufficient height to clear trucks 26
and 28, as
the case may be.
Figures 4, 5a and Sb
Referring to Figures 4, 5a and 5b, in another embodiment a coil car is
generally indicated as 200. Coil car 200 is generally similar to coil car 20.
It has a
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center sill 202, a pair of side sills 204 and 206 and cross-bearers 208 for
tying side
- sills 204 and 206 to center sill 202. 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, longitudinally extending troughs 212, 214 and 216. Each
trough is
shaped to cradle steel coils, or other similar loads, between its inwardly and
downwardly sloping opposed flanks, or shoulders plates 218 and 220, 222 and
224,
226 and 228, respectively.
Center sill 202 is similar to center sill 30 of coil car 20. It includes an
upper
flange 230, a pair of parallel vertical webs 232 and 234 and a lower flange
236, all
arranged in a rectangular box-shaped form in which the outboard margins of
upper
flange 230 and lower flange 236 extend past webs 232 and 234.
Each cross-bearer 208 has an upper flange 240, a lower flange 242 and a web
244. Unlike upper flange 78 of coil car 20, upper flange 240 is carried above
the level
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 match the orientation of
shoulder
plates 218, 220, 222, 224, 226 and 228. Web 244 extends between lower flange
242
and trough structure 210. At its outboard end or tip, web 244 is welded to the
structure of side sills 204 and 206 in a lap joint. As above, the upper
flanges of the
center sill and longitudinal stringers form the bottom of the valley of the
respective
troughs.
Lower flange 242 is a stepped lower flange carried 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 slope outboard and away from lower flange 236 to join a horizontal
transition
portion 248. In turn, transition portion 248 joins an upwardly sloped portion
249 that
extends toward 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 not then necessary to
punch a
hole through web 244 for the brake line, saving fabrication and installation
costs, and
avoiding a stress concentration in web 244.
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Each side sill 204, 206 has an upper flange assembly 250, 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 tube 260 is a formed section having a lower
portion
on a dog leg bend to match the angle of inclination p of webbing 256. 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 stop 280 described below. An angle iron 261 is welded along the
inboard
face of the inboard web of top chord member 258, to bear the weight of the
coil stop.
That is, the coil stop can slide along angle iron 261 and be locked in place
by seating
removable pins in strip 259 as described below. The arrangement of lower
flange
assembly 252 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 are
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 recesses 263 and 265
formed in
web 244. Stringers 262 and 264 function to tie cross-bearers 208 together in
their
midst, i.e., at a mid-span location, and also provide the backbone of side
troughs 214
and 216. Each stringer 262, 264 has a hollow, rectangular steel section in the
nature
of a tube 266. Respective sloped side plates 224 or 226 and 222 or 228 each
have a
lip welded to the respective inboard and outboard uppermost corners of tube
266 and
extend on an upward slope away therefrom. At its outboard edge, sloped side
plate
222 (or 228) has a bent lip welded in a lap joint to the inboard face of tube
260 of top
chord assembly 258. The undersides of sloped side plates 224 (or 226) and 222
(or
228) are welded to the undulating upper flange 240 of cross-bearer 208.
Tread plates, generally indicated as 272, are mounted to the top surface of
tube
266 intermediate attachment sites 274 where wood decking 52 is 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 sufficiently thin so that when
coils are
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loaded in outer troughs 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-
skid
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 not
require special
mechanisms for deployment or retraction.
Web stiffeners 276 run perpendicular to lower flange 242 to intersect the
vertex formed at the intersection of shoulder plates 224 and 226. Further
gussets 268
and 270 are located between, and run vertically perpendicular to lower flange
242 and
the lowermost corners of tube 266.
The arrangement of troughs 212, 214 and 216 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 above
center sill 202
and is carried lower relative to TOR than outer troughs 214 and 216. Each
outer
trough 214 and 216 is mounted above stringers 262 and 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
diameter of 84 inches. The largest diameter of coil 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 context of coil car 20 of Figures la, 1b, 2, 3a and 3b,
troughs 212, 214 and 216 of Figures 4, Sa and 5b have slope angles, indicated
in
Figure 5b as 91, 8Z and 93. In general, these angles need not be the same,
although it
is convenient, and preferred, that a single angle be chosen. The range of
angles
chosen for any of 91, 6z and 93 is greater 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 preferably being about 27 degrees.
In the embodiment illustrated in Figures Sa and Sb, in single coil mode,
central trough 212 can cradle a coil up to 84 inches in diameter, as indicated
in dashed
lines as C84. A 74 inch coil is indicated as C74. Similarly, in a two-coil
loading
configuration, each of the outboard troughs 214 or 216 can accommodate a coil
of up
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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,
indicated
as C38, can be accommodated in central tough 214 while two 30 inch coils are
cradled in outer troughs 212 and 216.
A transversely extending member, or cross beam member, is indicated as 275,
and spans the trough structure from side sill 206 to side sill 204. As
illustrated in
Figure 5b, member 275 is in a position to restrain longitudinal motion of
coils
mounted in any of the three troughs. As indicated by angle yr, when measured
at mid-
height (in this case, at the level of its horizontal web) cross beam member
275
subtends a portion of a minor arc of coil C74. In the preferred embodiment yr
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 shown in
Figures 5b and 5c. It has the general form of an I-beam set on its side such
that
flanges 282, 284 of the I-beam stand in vertical planes perpendicular to the
longitudinal 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 285 formed in it to reduce its weight. An end plate 286 is welded across
each
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
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 280 from shifting in the fore-
and-aft
(i.e., longitudinal) direction relative to the troughs. When so engaged, a
locking
member 292 pivots on a pin to bear against a shoulder of pins 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 handle of locking
member
292 is pivoted upwards, such that locking member 292 no longer blocks the
retraction
of the shoulders of pins 288. Pulling on lanyard 290 then releases pins 292,
permitting coil stop 280 to be moved to a different location. A slider 296 is
mounted
under each of end plates 286 and bears upon angle iron 261. It is advantageous
for
slider 296 to have a sliding bearing surface, such as a nylon or high
molecular weight
polymer pad or facing.
FiQUres 6a, 6b and 6c
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. Figure 6a shows an alternative embodiment of coil car to that of Figure 4,
5a
and 5b, indicated generally as 300. Coil car 300 differs from coil car 200 in
that,
rather than having upwardly stepped cross bearers such as cross bearers 208,
coil car
300 has cross bearers 302 having a horizontal lower flange 304 carried flush
with the
bottom flange of center sill 306. 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 308 and extends between lower flange 304 and bottom 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, 5a and 5b, indicated generally as 320. Coil car 320 differs from coil car
200 in
having cross bearers 322 having a lower flange 325 that extends in an inclined
plane
upward and outward from center sill 324. Corresponding changes are made in the
size of web 326 of cross bearer 322, and in gussets 328, 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-bearers 346 that extend as continuous beams between a pair of deep side
sills
348 and 350. Gussets 352 and 354 are built up in the manner of gussets 124 and
128
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 is
supported at
the juncture with flanges 358 by gussets 362. Cross-bearer 346 has a
continuous
bottom flange 364.
Figures 7a, 7b, 7c and 7d
Figure 7a is an isometric view of a preferred embodiment of coil car,
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
couplers in
the manner of rail road cars generally. Main bolsters extend laterally
outboard from
center sill 414 at the truck centers to meet side sills 410 and 412. An array
of cross
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bearers 418 is spaced along car 400, and is slung between side 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 outboard edges of, and define
bounds of,
trough structure 420. As in the other embodiments, side sills 410 and 412 lie
at, or just
within, 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 426, having the same structure and geometry as troughs 212, 214 and
216 of
coil car 200, described above. Each of troughs 422, 424, and 426 has a walkway
421,
423, 425 with tread plates 428 located at the base, 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
are illustrated, this is representative of any reasonable number of coil stops
more
generally, such as may be appropriate for anticipated loading conditions, and
overall
maximum 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.
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
stiffener 440 of side sill 410 (or 412, as may be).
Second, the construction of coil stop 430, and its mating engagement strip of
side sill 410 (or 412) differs 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 and 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 arrangement of coil stop
280, end
plates 448 have toes 450 that extend past flanges 443 and 444 in the
longitudinal
direction of car 400. Toes 450 each have rollers 452 mounted to them to engage
a
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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
452
are aligned with each other. Perforations 454 and 455 are slots having an
oblong
shape to permit lateral tolerance in the placement of coil stop 430 relative
to side sills
410 and 412.
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 top and bottom chords.
Webbing
1 S assembly 458 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 258, 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. An
inwardly
opening C-shaped formed channel member 466 has a back 467 and parallel legs
468
and 469. Leg 468 lies upon, and is welded to, top wall 465, such that back 467
stands
in a vertical plane. A cowling support bracket 470, is welded to back 467.
Cowling
support bracket 470 has the form of an angle having a relatively tall vertical
leg 471
whose toe is welded to the outboard face of back 467 of channel member 466,
and a
relatively short inwardly extending horizontal leg 472 that extends from the
upper end
of leg 471 inboard toward the car centerline. Leg 472 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 cars to protect the lading from rain
and
snow. (More generally, covers such as cover 405 can be used with each of the
other
embodiments described herein). The upwardly facing surface of leg 472 and the
corresponding upwardly facing surfaces of end bulkheads 484 define respective
longitudinal and transverse edges of a rectangular periphery bounding the
trough
structure. The interface surface of the boundary matches the footprint of
cover 405,
such that the trough structure, walkways and coil stops are carried within the
footprint
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(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 best seen in the enlarged detail of Figure 7c, the upper face of leg 468
provides a trackway, or bearing surface, upon which rollers 452 can travel
when coil
stop 430 is not locked in place. Strips 451 and 452 are carried on plates 448
at height
to bracket upper leg 469 of formed channel member 468 in a sandwich
arrangement.
Upper leg 469 has perforations 471 such that a securement or locking member,
such
as pin 474, can be inserted through strip 451, leg 469 and strip 452. Pin 474
has a
head 475 of sufficient size to seat on the upper face of strip 451, and a link
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 condition. Two pins 474 are
used at
each end of coil stop 430 at any given time.
1 S The pitch of the oval, or oblong, holes, apertures, slots or namely
perforations
454 in strips 451 and 452 is slightly different from the pitch of perforations
471 in leg
469 such that a movement 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
leg 469 is 3
inches. The pitch of the slots in strips 451 and 452 is 1.8 inches. Given the
8 slot
arrangement, the different pitches are such that at least 2 sets of slots and
holes will
line up at every 0.6 inch increment in travel along the leg 467. In this way,
perforations 454 in strips 451 and 452, and perforations 471 in strip 469 act
as co-
operating indexing members. The pitch of one set of indexing members is
different
from the 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 lugs or toes 450, or lugs, of end
plates 446 gives a relatively long wheelbase for coil 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, 477 are mounted to the outside faces of flanges 443 and 444
in a
position to contact coils carried in the troughs, and tend to discourage
damage to the
edge of the coils. Similar pads 478 are mounted to the inward face of the end
bulkheads 484.
In operation, rail yard personnel can ascend the end walkways 480 of car 400
by means of the ladders 482 located at the corners of the car. Personnel can
step over
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end bulkhead 484 and walk along the walkways provided along any of troughs
422,
- 424, or 426. A step with a tread plate 486 is provided on end bulkhead 484
opposite
the end of the walkway of central trough 422. In stepping over each coil stop
430
personnel can steady themselves with the assistance of the safety appliances,
namely
S handles 433 having the form of U-shaped, downwardly opening hand rungs 488.
In the process of loading a coil, the coil stop pins are disengaged from leg
469
and coils stops 430 are urged to positions leaving a long enough space for the
coil (or
coils, if more than one of the troughs is being used) to be loaded. Each coil
is lowered
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 474 are engaged as shown in Figure 7b. Shimming or
packing
materials are used if required. 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 on
either side from the outer troughs. The next coil, or coils are placed in
position, and
further coil stops are moved into position, and so on.
Figures 8a, 8b and 8c
In a further alternative embodiment, a coil car 480 can be constructed with a
center sill having a variable depth of section. As above, coil car 480 is
symmetrical
about both it longitudinal centerline and a transverse axis at mid-span
between trucks
26, 28, hence only a half illustration is provided to represent both ends.
Referring to
Figures 8a, 8b, and 8c, the structure of coil car 480 includes a center sill
482
extending longitudinally between rail car 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 arrangement
of center 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 498. 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.
3 S Examining center sill 482 in greater detail, it has a deep central portion
500
located intermediate two relatively shallow end portions 502 and 504. Central
portion 500 has a constant depth of section. The transition from the
relatively shallow
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section at end portions 502 and 504 to the deep section at central section
500, occurs
as a step, as shown in Figure 8a. A center sill of variable section, having
shallow
ends to clear the trucks, and deeper mid-span depth, whether constant or
tapered, are
often referred to as fish belly center sills, Alternatively, in another
embodiment,
central portion 500 can have a variable 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 correspond to the location of
the
greatest bending moment. 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
I5 center sill 482, in an unloaded condition, to have a clearance above top of
rail (TOR)
at mid-span 70 that is greater than the clearance above TOR 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 8b, fish belly center sill 482 includes an upper flange
510,
a lower flange 512, and a pair of parallel vertical webs 514 and 516 that
extend
therebetween. 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 lower
flange 508 of cross-bearers 489 to join lower flange 512. At the location
where lower
flange 508 of cross-bearers 489 intersect with vertical webs 514 and 516, a
gusset 518
is provided between vertical webs 514 and 516. A plate 520 is welded to lower
flange 502 of fish belly center sill 482 to provide additional reinforcement.
In this embodiment, a different side sill configuration is used. As shown in
Figure 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 512 of
fish
belly center sill 482. But rather terminates at the level of the lower flange
of cross
bearer 489. Top flange assembly 526 has a top chord member 530 in the nature
of a
hollow rectangular steel tube 532. Web 528 has a bent upper margin welded to
the
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outer face of rectangular steel tube 532 . Web 528 extends downwardly, and
inwardly
- on an angle, and is attached to the ends of cross-bearers 489.
The trough structure of coil car 480 is the same as trough structure 38 of
coil
car 20, described above. A fish belly center sill coil car can also be
manufactured
having the 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
above, 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 8c, can
have coil
stops such as coil stops 180 or 230, and coil stop retention means as
described above.
A preferred embodiment has been described in detail and a number of
alternatives have been considered. As changes in or additions to the above
described
embodiments may be made without departing from the nature, spirit or scope of
the
invention, the invention is not to be limited by or to those details, but only
by the
appended claims.
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