Note: Descriptions are shown in the official language in which they were submitted.
CA 02357841 2001-09-27
CROSS MEMBER WITH CONTAINER STOP
Field of the Invention
The present invention relates generally to the field of railroad cars for
carrying
intermodal cargo containers.
Background of the Invention
Railway well cars may be conceptualised as having a pair of deep, spaced
apart, parallel beams, with floor members extending cross-wise between the
beams to
form a support frame for lading. The ends of the deep beams are mounted to end
structures, and the end structures are supported on a pair of railcar trucks.
Although
single unit well cars are still common, there has been a trend in recent years
toward
articulated, multi-unit railcars that permit a relatively larger load to be
carried on
fewer railcar trucks. The cross section of the car is generally defined by the
pair of
spaced apart left and right hand deep side beams, and structure between the
side sills
of the side beams to support such lading as may be placed in the well.
Typically the
floor, or lading support structure, in the well includes diagonally oriented
members to
carry shear between the side sills under lateral loading conditions.
Contemporary well cars may carry a number of alternative loads made up of
containers in International Standards Association (ISO) sizes or domestic
sizes, and of
highway trailers. The ISO containers are 8'-0" wide, 8'-6" high, and come in a
20'-0"
length weighing up to 52,900 lbs., or a 40'-0" length weighing up to 67,200
lbs.
Domestic containers are 8'-6" wide and 9'-6" high. Their standard lengths are
45,
48' and 53'. All domestic containers have a maximum weight of 67,200 lbs.
Recently 28' long domestic containers have been introduced in North America.
They
are generally used for courier services which have lower lading densities. The
28'
containers have a maximum weight of 35,000 lbs.
Whichever the case may be, a well car is required to withstand three kinds of
loads. First, it must withstand longitudinal draft and buff loads inherent in
pulling or
pushing a train, particularly those loads that occur during slack run-ins and
run-outs
on downgrades and upgrades. Other variations of the longitudinal load are the
1,000,000 lbs., squeeze load and the 1,250,000 lbs., single-ended impact load.
Second, the well car must support a vertical load due to the shipping
containers it
carries. Third, it must be able to withstand lateral loading as the well car
travels along
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2
curves and switch turn-offs.
For example, in an earlier well car, as shown in U.S. Patent 4,893,567 of Hill
et al., issued January 16, 1990, the structure between the side sills includes
lateral
cross members. The ends of the cross members are mounted to longitudinally
extending side sills. The cross members are indirectly attached to the side
sills via
hinged fittings which, in turn, are attached to the side sills. The hinge
connection may
tend to permit some flexing of the structure under some loads, while still
providing a
connection conceptually analogous to a pin joint for resistance to lateral
deflection.
Longitudinal compressive loads imposed on the well car are transmitted into
the car at the draft gear stops; carried outboard in the end structures
through the end
shear plate, sills and bolsters to the side beams; and then along the top and
bottom
chords to the other end of the car. The combined compressive longitudinal
loads
alone, or in combination with the effect of the vertical container loads tend
to urge the
top chords to buckle. Typically under compressive loading the top chords of
the side
beams tend to move laterally inboard relative to the bottom chords.
One way to address this tendency is to employ top chords of heavier section
and high polar moment of inertia. This may tend to increase the weight of the
side
beams. It is generally desirable to avoid increasing the weight of rail road
cars, since
an increase in weight implies an increase in cost of material for fabrication,
increased
running costs when the car is empty, and a reduced maximum lading capacity
since
the loaded weight of the car plus lading must not exceed a given limit,
whether
263,000 lbs., 286,000 lbs., or 315,000 lbs., as may govern the service for
which the
car is intended. For these reasons, it is generally preferable to use a lesser
weight of
metal more efficiently.
The inward deflection of the top chords of the side beams under buckling
loads (as suggested by the intermittently dashed lines exaggeratedly
representing
deflection, the top chord deflection being signified by `S' in Figure 4a), can
be
resisted to some extent by providing an opposing spring mechanism. To that
end, it is
desirable to employ a continuous cross member from side to side, and side
posts
connecting the top and bottom chords. The attachment to the side beams is
conceptually similar to that of a built-in end condition. That is, a built-in
end
condition occurs where the connection joint will not only carry a shear load,
but will,
in addition, transmit a bending moment. If the cross-member transmits moments
at
connections to both side sills, and assuming that the cross-member is of
significant
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3
~
section relative to the side sills, then twisting of the side beams will tend
to impose a
bending load in the cross member. As the car is symmetrical, this moment may
tend
to be resisted by an equal and opposite moment arising in the other half of
the car, as
suggested by moment `M', in Figure 4a. When this occurs the cross member, and
the
other members in the load path, such as the side posts, co-operate to act as a
spring
assembly tending to resist the top chord deflection (buckling), and side beam
twisting.
The floor structure of a container carrying well car may typically include
lading bearing cross-members: (a) at the ends of the well in the 40 foot
container
pedestal positions, and (b) in the middle of the well in the form of a central
cross
member to support containers at the 20 foot position. These vertical load
bearing
cross-members support the shipping container corners. The floor structure may
also
include several intermediate cross-members, and diagonals. The intermediate
cross-
members and diagonal members are conceptually like the members of a pin-
jointed
truss and are provided to aid in resistance to lateral loads, as opposed to
bearing the
vertical load of the containers. Consequently, inasmuch as these additional
cross-
members perform a different function, they tend to be of significantly reduced
section
relative to the container bearing cross-members.
In at least one earlier car, the connection of the floor cross-members and
diagonal members to the side sills has been the source of fatigue cracking
concerns.
When the cross-members are welded in place, it is not uncommon for portions of
the
weld to be placed in repeated, cyclic loading during operation. Inasmuch as it
is
sometimes difficult to obtain consistent, defect-free welds, defects in the
welds can
provide fatigue crack initiation sites.
Use of hinges may tend to reduce the probability of fatigue crack initiation
due
to cyclic flexing in bending, since hinges do not transmit a bending moment.
However, a hinged cross-member may also not tend to function to resist the
lateral
flexing of the side sills particularly well. A bolted connection may be
preferable to a
welded connection, since it avoids the possibility of weld defects and high
level of
stress concentration due to geometric nonlinearities.
Other cross member assemblies, for example, as shown in U.S. Patent
5,465,670 of Butcher, issued November 14, 1995, similarly have connections to
the
side sills in the horizontal plane only. U.S. Patent 5,465,670 shows a three
part main
cross member assembly having a linear section matingly engaged with a mounting
bracket at either end. The mounting bracket is welded to the linear section
and then
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attached to a horizontal leg of a side sill. Both the main cross members and
corresponding single piece intermediate cross members have hollow rectangular
cross-sections. No additional reinforcement is provided at the ends of either
cross
member where shear forces caused by lading are greatest.
The use of a the three-part cross-member at either the central, 20 foot
container position at mid-span in the well between the rail car trucks, or at
the 40 foot
container pedestal positions as shown by Butcher, may also have disadvantages.
Container support castings are connected to either end of an intermediate
cross
member at a pair of peripheral welds respectively. These welded joints are
labour
intensive and may require full ultrasonic (UT) inspection. In service, the
welds may
be subjected to relatively severe cyclic loading. Flaws in such welded joints
may tend
to become fatigue crack initiation sites when subjected to cyclic loading. It
would be
advantageous to employ a cross-member at a container support position, whether
at
the 20 or 40 foot location, that tends not to expose a welded joint to cyclic
loading. It
would be most preferable to employ a forged (that is, hot or cold formed), one-
piece
monolithic beam that under-hangs the well from side sill to side sill.
During transport of intermodal cargo containers, lateral and longitudinal
forces
also act upon cargo containers carried within the rail car. These forces may
be
generated during switching operations and other car or train handling
procedures.
Typically, cargo containers tend not to be secured to the cross-members or to
any
other element of the rail car structure. Such containers may rest on container
supports, which may have guide blocks and locating cones welded thereto. A
typical
container support is illustrated in United States Patent No. 5,501,556, issued
to
Butcher et al. on March 26, 1996. The locating cones may each be received by a
corresponding structural member of a container placed thereon, and the guide
block
may be employed to align the container with the locating cone. Container
supports
are conventionally located at the 40-foot corner locations of the well car
floor. Aside
from the container support, there is typically little else to inhibit
longitudinal
movement of a container placed within the well.
When a second row of cargo containers is stacked onto a first row of
containers in the well of a rail car ("double-stacking"), the top row of
containers may
be secured to the bottom row of containers with connecting devices such as
inter-box
connectors. These connectors join the upper four corners of the bottom row of
containers to the lower four corners of the top row of containers, and may
inhibit
movement of the containers. The lateral and longitudinal forces which act upon
cargo
containers during transport may result in the displacement or shifting of a
container
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from an initial location in the container well to some other position. Where a
container is loaded into an empty well car and the length of the well portion
of the rail
car exceeds the length of the container placed therein, longitudinal shifting
of the
container within the well may occur.
5 When a single long container, such as a 40 foot container, is stacked over
two
20-foot containers, container pitching from longitudinal impact may be limited
because the long container may tend to stabilize the two lower containers. As
a result,
the lower 20-foot containers may be inhibited from pitching or lifting from
the
container support, or both, as for example when the rail car is subject to
longitudinal
forces, such as in an end impact. However, if 20-foot containers are double-
stacked,
the relatively high center of gravity of the containers, combined with their
shorter 20-
foot length, may lead to greater pitching of the containers, and one or more
of the
containers may become displaced from one or more of the container supports
when
the rail car is subject to longitudinal forces. This may increase the
possibility that one
or more of the containers will become disengaged from at least one of its
associated
locator cones, and slide into adjacent containers.
To alleviate this problem, a number of manually operable container stops exist
which may be located centrally within the railcar well, and which are intended
to
prevent the longitudinal displacement or shifting of 20-foot containers in the
well of
the car. One such manually operable container stop is disclosed in United
States
Patent No. 5,465,670, issued on November 14, 1995 in the name of Butcher. A
pivotable container stop is disclosed in Canadian application Serial No.
2,175,445
filed on April 30, 1996 in the names of Butcher and Coslovi. For these
container
stops, an operator typically must manually activate the stop by unlocking a
mechanism in the railcar sidewall to allow the stop to pivot into the well of
the car.
When so disposed, the stop prevents the longitudinal displacement or shifting
of 20-
foot containers within the well. If it is desired to employ the well of the
railcar for a
40-foot container, the manually operable stops generally tend to require
manual
retraction by an operator who pivotally moves the stop out of the well portion
of the
railcar and into a retracted position within the railcar sidewall. Otherwise,
the
container stops might possibly interfere with loading of larger containers
such as 40-
foot or 48-foot containers.
An alternative rail car cross-member that may conveniently inhibit
longitudinal movement of cargo containers, while being capable of transmitting
a
bending moment without exposing a welded joint to cyclic loading, is
desirable.
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Summary of the Invention
In an aspect of the invention there is a cross member for a rail road well car
for
carrying shipping containers. The cross-member comprises a monolithic beam
member having a first end portion for mounting to a first side beam of the
well car, a
second end portion for mounting to a second side beam of the well car, and a
spanning portion extending between the first and second end portions. A
retractable
container stop is mounted to the first end.
In an additional feature of that aspect of the invention, a second retractable
container stop is mounted to the second end portion. In another additional
feature, the
container stop is biased to an extended position for obstructing passage of
containers
therepast. In yet another additional feature, each of the container stops is
biased to an
extended position for obstructing passage of containers therepast. In still
another
additional feature, the first end of the cross-member has a socket formed
therein, and
the retractable container stop is mounted in the socket.
In still yet another additional feature, the cross-member is wider adjacent
the
retractable container stop than amidst the spanning portion. In a further
additional
feature, the first end portion has an upwardly facing load bearing surface
extending
longitudinally to either side of the retractable container stop. The container
stop is
movable to a retracted position under the vertical load of a container, and,
in the
retracted position, the stop permits shifting of containers relative thereto.
In yet a further additional feature, the first end portion has a load bearing
surface, and the stop is movable to a retracted position. The retracted
position is
chosen from the set of retracted positions consisting of a position that is
flush with the
load bearing surface and a position that is shy of the load bearing surface.
In still a
further additional feature, the stop is a round cylindrical stop. The first
end has a bore
formed therein, and the round cylindrical stop is matingly engaged in the
bore.
In another additional feature, the stop has planar abutment surfaces for
installation facing longitudinally forward and rearward relative to the well
car. The
first end has a bore formed therein for mating engagement of the stop. In
still another
additional feature, the first and second end portions each have a toe bent to
form an
upstanding flange. In yet another additional feature, each of the first and
second end
portions have mounting fittings formed in the upstanding flange. In still yet
another
additional feature, each of the first and second end portions has a horizontal
portion,
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and fittings formed in the horizontal portion for attaching the horizontal
portion to a
horizontal portion of the respective side beams of the rail road car.
In a further additional feature, the spanning portion has a first vertical
through
thickness. The first end portion has a second vertical through thickness. The
second
vertical through thickness is smaller than the first vertical through
thickness. In yet a
further additional feature, the first end portion includes a toe bent upwardly
to form an
upstanding flange. The flange is machined to have a diminishing thickness. In
still
yet a further additional feature, the cross member has at least one lightening
aperture
formed therein. In still another additional feature, the cross member is wider
adjacent
the retractable stop than amidst the spanning portion. In yet another
additional
feature, the cross member tapers from a narrow waist amidst the spanning
portion to a
broad land adjacent the retractable=coil stop. The lightening aperture
terminates short
of the broad land.
In still yet another additional feature, the first end has a bore formed
therethrough to define a socket. The retractable stop includes a block seated
in the
socket. The block is reciprocally movable in an upward direction relative to
the
socket. A retainer is mounted under the first end portion. A biasing member is
captured between the block and the retainer. In still another additional
feature, the
first end has a bore formed therein to define a socket. The retractable stop
includes a
block having a blind bore formed therein and a biasing member having a first
end
engaged in the blind bore and a second end extending therefrom. The first end
portion has an underside. A retainer is mounted to the underside. The block is
mounted to reciprocate at least predominantly vertically in the bore. The
second end
of the biasing member bears against the retainer.
In another aspect of the invention there is a cross member for a rail road
well
car. The well car has a longitudinal rolling direction. The cross member
comprises a
monolithic beam member having a first end portion, a second end portion, and a
spanning portion extending between the first and second end portions. The end
portions have respective mounting fittings by which to connect the end
portions to
longitudinally extending side beams of the well car. Each of the end portions
have an
upwardly facing surface region for supporting intermodal container loads. A
stop is
mounted to the first end portion. The upwardly facing surface of the first end
portion
has portions extending longitudinally to either side of the stop. The stop is
movable
to a retracted position under the vertical load of a cargo container, and, in
the retracted
position, the stop permits longitudinal shifting of a container relative
thereto. The
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stop is biased to an extended position, and, in the extended position, the
stop stands in
the way of shifting of a container from either longitudinal side past the
stop.
In an additional feature of that aspect of the invention, the stop is a first
stop.
The cross member has a second stop mounted to the second end portion thereof.
The
upwardly facing surface of the second end portion has portions extending
longitudinally to either side of the second stop. The second stop is movable
to a
retracted position under the vertical load of a cargo container, and, in the
retracted
position, the second stop permits longitudinal shifting of a container
relative thereto.
The second stop is biased to an extended position, and, in the extended
position, the
stop stands in the way of shifting of a container from either longitudinal
side
therepast.
In another aspect of the invention there is a rail road well car comprising a
rail
road car body carried by railcar trucks for rolling motion in a longitudinal
direction.
The railcar body has first and second spaced apart end structures and a pair
of first
and second spaced apart longitudinally extending side beams mounted between
the
end structures. The end structures and the side beams co-operate to define a
well
therebetween. The well has a first end adjacent the first end structure, and a
second
end adjacent the second end structure. Each of the side beams includes a top
chord, a
bottom chord, and a sidewall extending between the top and bottom chords. The
well
car has a first transverse member for supporting a cargo container, mounted
between
the bottom chord of the first side beam and the bottom chord of the second
side beam
adjacent the first end of the well. The well car has a second transverse
member for
supporting a cargo container, mounted between the bottom chord of the first
side
beam and the bottom chord of the second side beam adjacent the second end of
the
well. The well car has a third transverse member for supporting a cargo
container,
mounted between the bottom chord of the first side beam and the bottom chord
of the
second side beam at a location intermediate the first and second transverse
members.
The third transverse member includes a monolithic beam member having a first
end
portion mounted to the first side beam, a second end portion mounted to the
second
side beam, and a spanning portion extending between the first end second end
portions thereof. A retractable container stop is mounted to each of the first
and
second end portions of the third transverse member. Each container stop is
movable
to a retracted position under a vertical load of a cargo container. In the
retracted
position, the stop permits longitudinal shifting of the container upon the
third
transverse member longitudinally to either side of the container stop. Each
container
stop is biased to an extended position. In the extended position of the
container stop,
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the container stop stands proud of the third transverse member to prevent
shifting of a
container from either longitudinal side past the stop.
In an additional feature of that aspect of the invention, the third transverse
member has a surface upon which an intermodal container can sit. Each stop has
a
top, and, in the retracted position, the top lies flush with the surface.
In another additional feature, the first and second end portions of the third
transverse member includes toes formed to mate with the adjacent side
structures of
the well car. Each end portion has an upwardly facing surface for supporting
the
intermodal container. Each end portion has a recess defined therein amidst the
horizontal surface. Each stop has a top. In the retracted position the top
lies flush
with the upwardly facing surface.
In yet another additional feature, each of the bottom chords has an upwardly
extending leg adjoining the sidewall of the first and second side beams
respectively.
Each of the bottom chords has a transverse leg. The transverse legs extend
toward
each other. Each of the first and second end portions of the third transverse
member
has a horizontally extending portion. The horizontally extending portion has
bores
formed therein to permit the horizontally extending portion to be bolted to
the
transversely extending leg of a=respective one of the bottom chords. Each of
the first
and second end portions of the third transverse member has an upwardly
extending
flange adjacent the upwardly extending leg of the respective bottom chord. The
upwardly extending flanges have bores defined therein to permit each of the
upwardly
extending flanges to be bolted to a respective one of the first and second
side
structures.
In still another additional feature, each of the first and second end portions
of
the third transverse member has an upwardly facing surface for supporting a
shipping
container and a recess formed amidst the upwardly facing surface. The stop is
mounted in the recess. The surface has a first portion longitudinally to one
side of the
recess and a second portion longitudinally to another side of the recess.
In still yet another additional feature, each of the bottom chords has a
transversely inwardly extending leg, and the transversely inwardly extending
leg has a
relief formed therein adjacent to the third transverse cross member.
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In a further additional feature, each of the bottom chords has a transversely
inwardly extending leg. The transversely inwardly extending legs extend toward
each
other and leave a gap therebetween that is less than 8'0" wide. The bottom
chords
meet the first and second end portions of the third cross member at respective
first and
5 second junctions. The transversely inwardly extending legs of the bottom
chords are
locally relieved adjacent the first and second junctions. In still yet a
further additional
feature, the third transverse member has a socket formed in each of the first
and
second end portions. The retractable container stops are mounted in the
sockets. The
third transverse member has an underside. Stop retainers are mounted to the
10 underside of the third transverse member. The retainers are mounted within
the
reliefs of the bottom chord.
In another aspect of the invention there is a rail road well car comprising a
car
body supported on railcar trucks for rolling motion in a longitudinal
direction along
rail road tracks. The railcar body has a pair of spaced apart end structures
and a pair
of longitudinally extending spaced apart side beams extending between the end
structures. The end structures and the side beams define a well therebetween.
Each
of the side beams has respective first and second bottom chord members. The
bottom
chord members each have a leg extending transversely inwardly relative to the
well.
At least a first transverse member has a first end mounted to the first bottom
chord
member at a first junction, and a second end mounted to the second bottom
chord at a
secbnd junction. The legs of the bottom chords have a width, and the legs have
a
portion of diminished width adjacent to the first and second junctions.
Brief Description of the Drawings
Figure la shows a shortened top view of a rail road car of the present
invention;
Figure 1 b shows a side view of a rail road car of Figure 1 a;
Figure 2 shows a partial perspective view of the rail road car of Figure la
showing center cross beam connected to a side of said rail road car;
Figure 3 shows a partial perspective view of the rail road car of Figure la
showing an end cross member and a diagonal strut connected to a side of said
rail road
car;
Figure 4a shows one half of a cross-sectional view of the railroad car of
Figure
la showing a mid-span cross member taken on the half section at arrow `4a' of
Figure
1 a;
Figure 4b shows one half of a cross-sectional view of the railroad car of
Figure
1 a showing an end cross member taken on the half section at arrow `4b' of
Figure 1 a;
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Figure 5 is a perspective view of a center cross member of the rail road car
of
Figure 1 a;
Figure 6a shows a top view of the center cross member of Figure 5;
Figure 6b shows a side view of the center cross member of Figure 5;
Figure 7 shows a cross-sectional view of the center cross member taken on
`7 - 7' of Figure 6a;
Figure 8 shows a cross-sectional view of the center cross member taken on
`8 - 8' of Figure 6a;
Figure 9 is a perspective view of an end cross member of the rail road car of
Figure 1 a;
Figure l0a shows a top view of the end cross member of Figure 9;
Figure l Ob shows a side view of the end cross member of Figure 9;
Figure 11 shows an end view of the end cross member of Figure 9;
Figure 12 shows a cross-sectional view of the end cross member taken on `12 -
12' of Figure 10a;
Figure 13 shows a partial cross-sectional view of the end cross member taken
on
`13 -13' of Figure 10a;
Figure 14 shows a perspective view of the intermediate cross member of Figure
l a;
Figure 15a shows a top view of the intermediate cross member of Figure 1 a;
Figure 15b shows a side view of the intermediate cross member of Figure 15a;
Figure 15c shows an end view of the intermediate cross member of Figure 15a;
Figure 16 shows a cross-sectional view of the intermediate cross member taken
on `16 - 16' of Figure 15a;
Figure 17a, shows a top view of further alternative embodiment of an
intermediate cross member;
Figure 17b, shows a side view of the cross member of Figure 17a;
Figure 17c, shows an end view of the cross member of Figure 17a;
Figure 18 shows a partial top view of the rail road car of Figure la showing
center cross beam connected to a side of said rail road car;
Figure 19 shows shows a partial end view of the rail road car of Figure la,
revealing a partial cross-sectional view of the center cross beam of Figure 18
showing a
cross section taken along line 19-19 of Figure 18;
Figure 20 shows a partial cross-sectional view of the cross-beam and stop
block
of the rail road car of Figure la taken along the line 20-20 of Figure 19;
Figure 21 shows a magnified view of the cross section of Figure 19.
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Figure 22 shows a partial top view of the rail road car of Figure la showing
center cross beam connected to a side of said rail road car and having an
alternate stop
block;
Figure 23 shows shows a partial end view of the rail road car of Figure la,
revealing a partial cross-sectional view of the center cross beam of Figure 22
showing a
cross section taken along line 23-23 of Figure 22; and
Figure 24 shows a partial cross-sectional view of the cross-beam and stop
block
of the rail road car of Figure 1 a taken along the line 24-24 of Figure 23.
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, 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.
In terms of general orientation and directional nomenclature, for the rail
road
car 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. The longitudinal direction is parallel to the side sills. Unless
otherwise noted,
vertical, or upward and downward, are terms that use top of rail TOR as a
datum.
The term "lateral," or "transversely" 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.
Figures la and lb show a rail road car in the nature of a well car, indicated
generally as 20. Other than as specifically indicated, the major structural
elements of
car 20 are symmetrical about the longitudinal axis of the car and also about
the mid-
span transverse axis. Rail road car 20 has a rail car body 22 supported upon a
pair of
rail car trucks 28 and 30, for rolling motion in the longitudinal direction
(i.e., along
the rails). A longitudinal vertical plane of symmetry running along the
longitudinal
centerline of car 20 is indicated as 24. A transverse plane of symmetry at mid-
span
between trucks 28 and 30 is identified as 26.
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13
Rail car body 22 includes a pair of first and second, spaced apart end
structures 36, 38 each mounted over a respective one of rail car trucks 28,
30; and a
pair of opposed, spaced apart, parallel first and second, longitudinally
extending, deep
side beam assemblies in the nature of left and right hand longitudinally
extending side
beams 42, 44. Side beams 42, 44 are mounted to extend between end structures
36,
38. A well 40 is defined longitudinally between end structures 36, 38. Side
beams 42
and 44 define sides of wel140.
A floor assembly 50, includes a first structural cross member in the nature of
a
main central container support cross beam 52 in the mid-span position that
extends
perpendicular to, and between side sills 42, 44; a pair of first and second
end
structural cross members in the nature of container support end cross beams 54
and 56
located at the "40 foot" locations roughly 20 feet to either side (in the
longitudinal
direction of car 20) of main cross beam 52; intermediate structural members,
or struts,
in the nature of intermediate cross-ties 58, 60; and diagonal cross-braces 61,
62, 63,
and 64. Diagonal cross braces 61 to 64 co-operate with beams 52, 54, 56 and
cross-
ties 58, 60 to act as a shear transferring assembly, or web work structure,
mounted
between side sills 42, 44, for resistance to lateral loading of the car, as in
cornering.
The construction of cross beams 52, 54 and 56 which join side sill assembly 42
to side
sill assembly 44, is described in greater detail below.
Within the allowance for longitudinal camber of car 20 generally, all cross
members 52, 54, 56, 58 and 60 are preferably parallel to, and generally
coplanar with,
one another. When installed, center member 52 may be marginally higher than
the
other cross members 54, 56, 58 and 60. This nevertheless may still tend to
permit the
relatively level loading of intermodal cargo containers which are raised at
one end by
container cones 68 located on end cross beams 54 and 56.
Cargo loads, such as intermodal cargo containers or other types of shipping
containers carried by rail car 20, are intended to be supported primarily, if
not
entirely, by cross members 52, 54 and 56. That is, it is not intended that
vertical
container loads due to gravity should be borne by either intermediate cross-
members
58, 60 or by diagonal braces 61 to 64. Container supports, or container
locating cones
68 are located on end cross members 54 and 56. Cones 68 help to locate a
container
relative to cross members 54 and 56. The cross members 52, 54 and 56 are
located so
that the well 40 can accommodate either two 20 foot containers, each with one
end
located on cones 68 and the other end resting on center cross member 52, or a
single
20936190.1
CA 02357841 2001-09-27
14
40 to 53 foot container, also located on cones 68 at either end.
End cross members 54 and 56 may also include container guides 69, which are
preferably located adjacent cones 68. Guides 68 help to locate a container
relative to
cross members 54 and 56. Container guide 69 may be employed to guide the
container longitudinally during loading thereof into well 40 and onto a
corresponding
locating cone 68.
When supporting two 20 foot containers, an end of each container is supported
by cross member 52. To accommodate these two container ends, cross member 52
is
provided with load bearing portions, such as surface 66, of sufficient breadth
to
accommodate corner fittings of ends of two adjacent 20 foot shipping
containers at the
same time. That is, cross member 52 has a width at least as great as twice the
width of
the container corner fitting foot print plus an allowance for spacing between
two adjacent
containers carried back-to-back in the well. That is, width W is at least as
great as 15
inches, and is preferably 17'/2 inches, or more than 17%2 inches. As such, the
center
cross member 52 carries approximately half of the load in this configuration.
The
weight supported by cross member 52 may be further increased if more than one
level
of cargo container is carried, such as when two containers are stacked on one
another.
Description of Side Beams
For the purposes of this description, the structure of one side beam is the
same
as the structure of the other side beam. Consequently a description of one
side beam
will serve also to describe the other. Referring to Figures 2, 3, and 4, the
assembly of
side beam 42 has an upper longitudinally extending structural member in the
nature of
a top chord member 70 in the form of a four sided hollow tube 72. A top chord
doubler plate 74, of significant thickness (1" is preferred), is welded to the
upper wall,
or flange, of tube 72 and runs for about 35 feet along a central portion of
top chord
member 70 corresponding to the region of highest bending moment. In the
preferred
embodiment hollow tube 72 is a steel tube of square cross-section. A shear
transfer
member in the nature of a side sheet identified as web 76 is attached by a lap
weld to,
and extends downwardly from, the inner (i.e. laterally inboard) face of hollow
tube
72. At its lower edge, web 76 is welded to a lower, longitudinally extending
structural member in the nature of a side sill, namely bottom chord 78,
preferably in
the form of heavy angle 80. Bottom chord 78 has a vertical leg 79 to which web
76 is
lap welded, and an inwardly extending toe 81. In one example, the length of
toe 81 is
such that the gap between it and the opposed toe 81 of the other side sill be
less than
20936190.1
CA 02357841 2001-09-27
7' - 0". As the gap is narrower than the container, the edge of toe 81 may
tend to lie
roughly 6 inches inboard (and underneath) of the edge of an 8'- 0" wide
container,
when loaded.
5 Side sills 42, 44 each include an array of vertical support members, in the
nature of stiffeners, or posts 102, that extend between bottom chords 78, and
top
chords 70. Side posts 102, have the form of steel channel sections welded
along the
outside face of side sill assembly 42, 44. The legs of the channel section are
tapered
from a wide top to a narrower bottom. The back of the channel stands outwardly
10 from web 76, and the toes of the channel abut web 76 to form a closed
hollow section.
Side posts 102 are located abreast of, i.e., at longitudinal stations
corresponding to,
the longitudinal stations of the junctions of cross members 58, 60 with the
side sills
42, 44, and also at longitudinal stations intermediate to the longitudinal
stations of the
cross beams and cross ties, and longitudinally outboard of cross beams 54, 56.
The
15 longitudinal pitch of the posts 102 is, preferably typically, about 40
inches from the
next adjacent post.
End side post 104 has the form of a tapered channel mounted to side sills 42,
44 at longitudinal stations corresponding to the 40 foot container support
positions,
that is, adjacent to, or abreast of, the junctions of end cross members 54, 56
with
bottom chords 78 of side sills 42, 44. Center side posts 106 each have the
form of a
fabricated tapered channel mounted toes-inward to side sills 42, 44 at
locations
corresponding to (that is, abreast of) the junctions of centre cross member 52
with
side sills 42, 44 and, more particularly, with bottom chords 76 thereof.
Posts 104, 106 are of generally heavier section than the side posts 102. For
example, in the embodiment illustrated in the Figures, post 102 may preferably
have a
wall thickness of about '/4"; a back width of about 5-%2"; and a leg depth
tapering
from 5 3/4" adjacent the top chord to about 2'/2" at the bottom end of the
taper adjacent
to the bottom chord. By contrast, reinforcing post 106 may preferably have a
back
width of about 10 inches, a leg taper from about 5 1/4 inches to about 4
inches, and a
wall thickness of about 3/8 inches. Reinforcing post 104 may be a hat pressing
preferably having a back width of about 10 inches, legs tapered from 5 1/4
inches
adjacent to the top chord to 4 inches adjacent the bottom chord, and a wall
thickness
of about 1/4 inch. Furthermore, a reinforcing member smoothly profiled doubler
plate
108, is mounted to the outboard face of web 76, and underlies the footprint of
the toes
of post 104, or post 106 as the case may be. Thus the local cross-section of
the side
sills at the location of reinforced posts 104, 106 at mid height between the
top chord
20936190.1
CA 02357841 2001-09-27
16
70 and the bottom chord 78 has a higher second moment of area for resisting
lateral
flexure of the top chords 70 than intermediate side posts 102. The difference
in
section reflects a difference in function, as described below.
Referring to Figures lb and 2, the doubler plate 108 is generally planar and
is
sandwiched between web 76 and the center reinforcing post 106. A doubler plate
108
is also sandwiched between web 76 and the end reinforcing posts 104. The
flared and
radiused lower end of doubler plate 108 has a bottom linear edge 110 that
abuts
vertical leg 79 in the same region in which the end of cross member 52 is
bolted
through vertical leg 79. Linear edge 110 preferably extends beyond this area
while
still abutting with vertical leg 79. From its linear edge 110, doubler plate
108 tapers
vertically upward toward a narrower upper end 111 that is wider than, and
centered
about, the reinforced side post 106, 104. The tapering edges 112 of the
reinforcing
member 110 may be generally concave and semi-parabolic. The end 111 may have a
relatively small vertically oriented parabolic rebate 114 therein.
Side sills 42, 44 are mounted to end structures 36 and 38 at either end of car
20. End structures 36 and 38 each has a stub center sill having a draft pocket
defined
at its outboard end for mounting a railway coupler. A main bolster 65 extends
laterally to either side of the stub sill. The distal tips of the main bolster
being
connected to the side beams structure. An end sill runs between the side sills
and the
outboard end of the stub sill. A shear plate overlies the end sill, and main
bolster, and
extends transversely outboard to the side sills.
Central Cross Member
Referring to Figures 5, 6a, 6b, 7, and 8, center cross member 52 is formed
from a monolithic piece of rolled steel plate, having a medial, or spanning
portion 116
terminating at either end in first and second end portions having end
attachment
fittings in the nature of upwardly bent toes 118, 120 having bolt holes for
attachment
to the side sills. Center cross member 52 has a grain direction G running
parallel to
the longitudinal axis 51 of the cross member 52. When mounted in car 20,
longitudinal axis 51 of cross-member 52 extends transversely with respect to
car 20
generally, that is, perpendicular to the central plane 24 of car 20. Spanning
portion
116 has a generally rectangular shape and a substantially uniform thickness of
about
2". Spanning portion 116 of cross member 52 has a width of roughly 17%2",
sufficient
to accommodate the ends of two intermodal cargo containers, used when two 20
foot
cargo containers are loaded end-to-end in we1140 of the car.
20936190.1
CA 02357841 2001-09-27
17
Although toes 118 and 120 could be machined from a solid block, they are
preferably formed by heating a lateral bend area, generally indicated as 122
in Figures
and 6b, of center cross member 52, the area 122 being proximate to each end of
the
5 center cross member 52. The bend area 122 is heated to a temperature
typically
between about 1300 F and 1400 F, and preferably to about 1350 F. Center
cross
member 52 is then bent at the area of heating from an initial state as a flat
monolith in
the nature of a flat bar or plate, of desired profile, to form bent toes 118,
120. Center
cross member 52 may then be left to cool to room temperature in still air. The
edges
of the center cross member 52 proximate to the bend area 122 may tend to bulge
due
to the bending process. As these bulges (not shown) may otherwise possibly
tend to
provide fatigue crack initiation sites, they are machined or ground flush to
the edge of
the center cross member 52, with the grinding marks being longitudinal with
the grain
G (Figure 5). As formed, when viewed from the side (perpendicular to axis 51),
cross
member 52 has a U shape. It is desirable that the steel from which cross
member 52
is made be "50 yield" or better, that is, that it have a yield stress of
greater than 50
kpsi. In one, preferred embodiment, cross member 52 has a yield of about 60
kpsi.
Toes 118, 120 each include an upwardly extending preferably trapezoidal
flange 124 of tapering thickness for connection to the generally vertical side
sills 42,
44. Bent toes 118, 120 project in the same direction, namely upwardly, when
installed, and are oriented substantially normal to the longitudinal axis of
cross
member 52. Toes 118, 120 taper from a relatively thick root at bend area to a
thinner,
chamfered distal tip. The outboard surface 126 of the flange 124 is stepped,
having a
first, or distal portion 128 machined to present a planar surface normal to,
(that is,
perpendicular to) the longitudinal axis of the cross member 52 thereby
providing an
attachment interface surface for mounting against the lower portion of side
sill web
76. Outboard surface 126 of the cross member 52 is machined to have a
chamfered
step 130 between distal portion 128 and proximal portion 132 to accommodate
the
overlap of side sill web 76 on the inside face of upwardly extending leg 79 of
bottom
chord 78. Proximal portion 132 provides another planar surface, in this case
for
placement directly against vertical leg 79 of bottom chord 78.
Flanges 124 are also wider at the proximal end (that is, closer to the bend of
bend area) as shown in Figure 7. That is, the trapezoidal profile of toes 118,
120
narrows from a wider base adjacent bend area 122 to a narrower upper region at
the
distal tips of toes 118, 120. The attachment fittings each have a set of three
countersunk through hole bores 134, formed in distal portion 128, and an
additional
20936190.1
CA 02357841 2001-09-27
18
pair of first and second countersunk through hole bores 136 formed in proximal
portion 132. Countersunk bores 134 and 136 admit fasteners by which toes 118,
120
can be attached to side sills 42, 44 respectively by mechanical fasteners as
opposed to
welding. Although threaded fasteners such as high strength bolts or other
fasteners
such as rivets could be used, it is preferred to use Huckbolts TM for this
connection.
Each end attachment fitting of cross member 52 has a pair of first and second
machined ears, or lugs 138, 140 that extend to either side of a medial
portion. Lugs
138 and 140 have a machined upper surface 142 for engagement by the head of a
fastener, and a parallel machined lower planar surface 143 providing an
engagement
interface for placement against the upper surface of inwardly extending toe 81
of
bottom chord leg 78. The rebate formed by machining the upper surface of lug
138,
140 provides a niche in which a mechanical fastener can seat shy of (that is,
out of the
way of items placed on) the plane of the upper surface presented by cross
member 52
to the bottom of shipping containers. Lugs 138, 140 are smoothly radiused to
merge
into the body of spanning portion 116 more generally. Lugs 138 and 140 are
generally coplanar, and are provided with through bores 144, 146 by which a
bolted
connection can be made. Rivets or other mechanical fasteners could be used,
but high
strength Huckbolts TM are preferred. Lugs 138 and 140 merge at the bent region
with
the transverse end vertical flange, namely flange 128. The end portion
measured
across lugs 138, 140 is thus wider than the adjacent spanning portion of beam
52.
To reduce weight, a pair of slots 150, 152 may be machined in spanning
portion 116, as shown in Figures 5 and 6a, the long dimension of the slots
running
parallel to the longitudinal centerline of the cross member 52. Slots 150, 152
preferably pass clear through cross member 52 and, may be about 3" wide and
45"
long. Slots 150, 152 are separated by web bridge at mid-span, indicated as
154, web
bridge 154 being preferably about 3" wide. The upper surface of cross member
52
includes first and second end regions that present a container support
interface in the
nature of first and second planar surface portions 156, 158 of sufficient
width to
accommodate end corner fittings of two 20 foot containers carried end-to-end
in well
40.
Cross member 52 also includes a pair of first and second diagonal brace
fittings in the nature of strut root transition plates 160 welded to opposite
sides of
central portion 116 near to respective toes 118, 120. Transition plates 160
are gusset-
like plates that provide a surface to which an end of diagonal member 61 can
be
welded at the oblique, diagonal angle of Figure 1, and provide a flared and
radiused
20936190.1
CA 02357841 2001-09-27
19
end (a fatigue detail) by which the forces carried in diagonal member 61 may
tend to
be passed effectively and gradually into member 52.
Both strut root transition plates 160 have concave arcuate portions adjacent
to
the proximal end of the flange, with the arcuate portion opening towards the
lateral
centerline of the cross member 52. Both the first and second strut root
transition
plates, as described above, may be similar in shape and orientation to those
illustrated
and described below for the end cross members 54, 56.
Cross member 52 (Figure 2) is preferably installed by inserting a fastener
such
as item 53 (preferably a Huck-bo1tTM for mating connection with item 55,
preferably a
Huck-bolt collar) through the various bores 134, 136, 144, 146 to provide a
rigid
connection between cross member 52 and side beams 42, 44. The connections made
through bores 134, 136, 144, 146 may tend to permit the transmission of moment
between side beams 42, 44, cross member 52 and center post 106 (Figure 4a).
While
a welded connection could also be used, a mechanically fastened connection is
preferred.
However, a bolted connection is normally preferred over welding in such
cases to reduce the likelihood of fatigue cracks that may develop in the
connection.
When installed, cross member 52 overlaps with inwardly extending toe 81 of
bottom
chords 78. This overlap permits the bottom chord 78 to help support a vertical
load
placed on the cross member 52, particularly when the load is placed on load
bearing
surface portions 156, 158 of the cross member 52 for supporting a shipping
container.
Container Stop
Referring to Figures 18 to 24, in a preferred embodiment of cross beam 52,
designated 53, a member in the nature of a container stop, or longitudinal
stop block
173, for inhibiting movement of an intermodal cargo container, is included.
Stop
block 173 is located within a receptacle 169. A bore 177 defines receptacle
169 for
receiving stop block 173. Bore 177 passes through a thickness of cross beam
53, and
may be formed, for example, by drilling or burning cross beam 53.
Stop block 173 is preferably located adjacent an end of cross beam 53, for
example, adjacent one of upwardly bent toes 118, 120 in a position for
obstructing
longitudinal shifting of the corners of 20 foot shipping containers carried in
the well.
In this embodiment, slots 150 and 152 are shorter than described above to
provide
somewhat larger first and second planar surface portions 156 and 158, having
20936190.1
CA 02357841 2009-10-20
52 in that it flares, being wider adjacent upwardly bent toes 118, 120 than at
its waist
adjacent mid-span web bridge 154. This creates widened planar surface portions
156
and 158, which may be advantageous in discouraging concentrations in the
stress field
adjacent bore 177.
5 When assembled within cross-beam bore 177, stop block 173 is biased by
spring 181 so that it protrudes or projects proud of planar surface portion
156 or 158,
as the case may be. At least a portion of stop block 173 remains within bore
177 so
that lateral movement thereof may be inhibited. When a generally vertical
force is
applied to a free end 193 of stop block 173, tending to compress spring 181,
stop
10 block 173 preferably depresses into bore 177 so that free end 193 is at
least flush with
(that is, flush with or shy of) surface portion 156 (or 158). Free end 193 is
preferably
rounded or generally planar, lying transverse to a longitudinal axis of stop
block 173.
To inhibit further protrusion from surface portion 156 (or 158) of stop block
273 beyond bore 277 when stop block 273 is biased by spring 281, stop block
273
15 may be provided with one or more transverse tabs 211 (as shown in Figure
21). Tabs
211 are preferably located adjacent a proximal end 213 of stop block 273, and
may be
oriented to protrude in generally opposite directions to one another, each
extending
generally transversely to a longitudinal axis of stop block 273. Cross-beam 55
is
assembled by inserting stop block 273 into bore 177 (starting at cross beam
lower
20 surface 143), placing spring 281 into rebate 179, compressing spring 281
with support
plate 185, and fastening support plate 185 to lower surface 143.
Alternatively, if stop
block 173 is not provided with tabs 211, support plate 185 may be installed
first.
Spring 281 may then be inserted into bore 277 from an opposite side of beam
55, and
stop block 273 may be placed thereon, being partially inserted into bore 277.
To provide adequate structural support in cross-beam 53 or 55 for stop block
173 or 273, as the case may be, bore 177 (or 277) is preferably generally
centered,
being located adjacent cross-beam longitudinal axis 51. Since longitudinal
stop block
173 or 273 is preferably generally centrally located within well 40, one 20-
foot cargo
container may be located to either side of stop block 173 or 273.
Receptacle 169 (or 269) may additionally include at least one longitudinal
channel (not shown) to allow for water drainage therethrough. Similarly,
bottom
support plate 185 may be curved to form a gap 191 between it and the cross
beam
lower surface 143. Gap 191 permits a longer spring to be used and also permits
block
273 to travel further before bottoming on plate 185, compression of which may
be
more resistant to deformation than a shorter stop block when subject to force.
A
longer stop block 173 or 273 may also be accommodated by providing stop block
172
CA 02357841 2001-09-27
21
52 in that it flares, being wider adjacent upwardly bent toes 118, 120 than at
its waist
adjacent mid-span web bridge 154. This creates widened planar surface portions
156
and 158, which may be advantageous in discouraging concentrations in the
stress field
adjacent bore 177.
When assembled within cross-beam bore 177, stop block 173 is biased by
spring 181 so that it protrudes or projects proud of planar surface portion
156 or 158,
as the case may be. At least a portion of stop block 173 remains within bore
177 so
that lateral movement thereof may be inhibited. When a generally vertical
force is
applied to a free end 193 of stop block 173, tending to compress spring 181,
stop
block 173 preferably depresses into bore 177 so that free end 193 is at least
flush with
(that is, flush with or shy of) surface portion 156 (or 158). Free end 193 is
preferably
rounded or generally planar, lying transverse to a longitudinal axis of stop
block 173.
To inhibit further protrusion from surface portion 156 (or 158) of stop block
273 beyond bore 277 when stop block 273 is biased by spring 281, stop block
273
may be provided with one or more transverse tabs 211 (as shown in Figure 21).
Tabs
211 are preferably located adjacent a proximal end 213 of stop block 273, and
may be
oriented to protrude in generally opposite directions to one another, each
extending
generally transversely to a longitudinal axis of stop block 273. Cross-beam 55
is
assembled by inserting stop block 273 into bore 277 (starting at cross beam
lower
surface 143), placing spring 281 into rebate 279, compressing spring 281 with
support
plate 185, and fastening support plate 185 to lower surface 143.
Alternatively, if stop
block 173 is not provided with tabs 211, support plate 185 may be installed
first.
Spring 281 may then be inserted into bore 277 from an opposite side of beam
55, and
stop block 273 may be placed thereon, being partially inserted into bore 277.
To provide adequate structural support in cross-beam 53 or 55 for stop block
173 or 273, as the case may be, bore 177 (or 277) is preferably generally
centered,
being located adjacent cross-beam longitudinal axis 51. Since longitudinal
stop block
173 or 273 is preferably generally centrally located within wel140, one 20-
foot cargo
container may be located to either side of stop block 173 or 273.
Receptacle 169 (or 269) may additionally include at least one longitudinal
channel (not shown) to allow for water drainage therethrough. Similarly,
bottom
support plate 185 may be curved to form a gap 191 between it and the cross
beam
lower surface 143. Gap 191 permits a longer spring to be used and also permits
block
273 to travel further before bottoming on plate 185, compression of which may
be
more resistant to deformation than a shorter stop block when subject to force.
A
longer stop block 173 or 273 may also be accommodated by providing stop block
172
20936190.1
CA 02357841 2001-09-27
22
or 273 with a lengthened fore-and-aft skirts 201 which define a transverse
channel
therebetween. When stop block 273, for example, is moved to its retracted, or
depressed position, shirts 201 lie to either side of support plate 185. When
stop block
173 is depressed, spring 181 compresses, and support plate 185 enters channel
201.
Further movement of stop block 173 is then inhibited by support plate 185
abutting
stop block 173.
Cross-members 53 and 55 are installed in substantially the same manner as
described above for cross-member 52. To accommodate support plate 185 and
passage of stop block 173 or 273, inwardly extending toe 81 of bottom chord 78
is
provided with a relief in the nature of a notch or recess 203 (shown in
stippled lines in
Figures 18 and 22) adjacent to the juncture of the cross member (be it 53 or
55) with
the side beam (be it 42 or 44). Toe 81 is preferably strengthened by attaching
a
laminate member in the nature of a doubler plate 205 thereto. Alternatively,
instead
of a plate 205, a thicker bottom chord 207 may be employed, as shown in Figure
23.
If a thicker bottom chord 207 is used, toe 209 thereof may be shorter, and as
a result
toe 209 may not have a recess similar to recess 203 to be formed therein to
permit
passage of stop block 173.
In operation, if a long container, such as a 40-foot container, sits on top of
the
stop block 173 or 273, the long container may depress the block 173 or 273
from its
upwardly biased or extended position into the cross-beam 53 or 55, compressing
spring 181 or 281 therein. When a 40-foot or longer container is removed from
the
well 40 of the railcar 20, spring 181 or 281 may then urge stop block 173 or
273
upwardly into its extended position.
Corner castings of standard cargo containers (not shown) may have
longitudinal slots located therein. These slots are dimensioned to a provide
clearance
between the slot of the corner casting and locating cones 68. This means that
when
the first of two 20-foot containers is placed in one end of well 40 of railcar
20 atop
locating cones 68, the clearance provided by the corner casting slots may
result in the
container coming to rest on top of stop block 173 or 273. When a second 20-
foot
container is placed in the other end of well 40 of railcar 20, the container
may be
placed onto stop block 173 if the first container is not already located
thereon. When
rail the car is 20 initially moved along, it may initially be subjected to
longitudinal
accelerations and decelerations which may serve to cause the containers to
slide
longitudinally. Longitudinal shifting of the containers may tend to allow stop
block
173 or 273 to be urged by spring 181 or 281 to an extended position,
protruding from
planar surface portion 156 (or 158, as the case may be) as the container
depressing
20936190.1
CA 02357841 2001-09-27
23
stop block 173 or 273 moves to clear stop block 173 or 273. Once stop block
173 or
273 extends in this manner it may act to discourage further longitudinal
shifting of the
containers within well 40 by abutting an adjacent edge or side of a container
as the
container moves within well 40 during transport thereof. Extension of stop
block 173
or 273 may occur in this manner before railcar 20 is subjected to more severe
inertial
and dynamic loading at higher speeds.
Container Guide
In an alternative embodiment, stop block 173 may operate in conjunction with
a pivotable container guide assembly, as shown in co-pending US Patent
Application
Serial Number 09/443,533, titled "Retractable Container Stop and Guide
Assembly
for Railroad Freight Cars", filed November 11, 1999, assigned to the same
assignee as
the present application, and incorporated herein by reference.
End Cross Members
End cross beam members 54 and 56 are shown in Figures 9, 10a, lOb, 11, 12
and 13. End cross beam members 54, 56 are identical in configuration, such
that a
description of one will also serve to describe the other. End cross beam
member 56
includes a first beam member in the nature of a monolithic lower plate 170 and
a
second beam member in the nature of a formed cover plate 172 having the cross-
section of a formed C-channel mounted to monolithic lower plate 170 to form a
beam
of hollow closed section. Although a beam of solid section could be used, it
is
preferable to employ a hollow section, as shown. A portion of monolithic lower
plate
170 forms a first flange portion 174, (that is, the lower flange of end cross
beam
member 56), and a portion of cover plate 172 forms a second, upper flange
portion
176 of the cross member 56. The second flange portion 176 is spaced from the
first
flange portion 174 to co-operate to resist vertical flexure of the cross
member 56. The
vertical bent legs 175 of plate 172 form vertical webs connecting portions 174
and
176. End cross member 56 preferably has a generally rectangular shaped
section, and,
over the mid-span portion of the section, preferably has a substantially
uniform
thickness. In one embodiment this thickness may be about 3'/8".
Lower plate 170 has first and second end portions 178, 180 and a medial
portion 182 lying therebetween. Monolithic plate 170 is bent at 171 such that
end
portions 178, 180 have end fittings in the nature of upwardly bent toes 184,
186
having vertically extending flanges 192 suited for installation, that is
placement,
against the inwardly facing surface of upwardly extending leg 79 of bottom
chord, 78.
Bent toes 184, 186 each have mounting fittings in the nature of a set of four
spaced
20936190.1
CA 02357841 2009-10-20
24
apart countersunk through hole bores 218 to facilitate connection of toes 184,
186 to
the upward leg of the side sills of side beams 42, 44 respectively.
End portions 178, 180 also include a horizontal portion 188 that, in plan
view,
have a wide portion 190 immediately adjacent to bend 171, and a narrower
portion
194 extending away from bend 171 to an inclined step 196 at which end portions
178,
180 meet medial portion 182. Horizontal portion 188 provides a planar
interface
surface 189 for engaging, that is, seating upon, the upper surface of inwardly
extending leg 81 of bottom chord 78. The transition from wide portion 190 to
narrow
portion 194 occurs along a smoothly radiused taper 198 which merges with
narrow
portion 194. The wings of wide portion 190 stand, symmetrically, wider
relative to
beam centerline 200 than the outer edges 204 of narrow portion 194 to define
mounting fittings, or lugs 202. Lugs 202 each have a countersunk through bore
206
by which lugs 202, and hence wide portion 190, can be fastened to bottom chord
78
by means of mating fasteners such as indicated by items 55 and 57. In the
preferred
embodiment item 55 is a Huck-bolt, and item 57 is a Huck-bolt collar.
Alternatively,
bolts and nuts or formed rivets could be used.
Upper plate 172 is formed from a steel plate having longitudinally extending
margins bent at right angles to form a downwardly opening channel section 208.
The
legs 175 of channel section 208 are trimmed to accommodate the step in lower
plate
170 with which channel section 208 mates, and is welded to, lower plate 170.
Legs
175 then form the webs of a box section. In the embodiment illustrated, upper
plate
172 is narrower and shorter than closure plate 170. Closure plate 170 is
welded at
either end to the vertically extending flanges of bent toes 184, 186.
Channel member 208 has an array of at least one, and preferably three,
longitudinal slots 214 formed therethrough. Slots 214 are located adjacent to
each of the
terminal flanges 192. In the embodiment illustrated, flat bars 216 are
mounted, by
welding, to the upper face of end portion 178, 180 of lower plate 170. Slots
214 are
narrower than flat bars 216 such that slots 214 permit flat bars 216 to be
welded to the
end portion of top plate 172. The region of end plate 172 above, and supported
by, flat
bars 216 provides a container support interface 217 upon which the corner
fittings of
containers can rest. Container cones 68 (Figure 4b) are mounted at the
container support
interface above flat bars 216. Flat bars 216 provide support to the otherwise
hollow
section of upper plate 172 at the end locations, and may tend to bear a
vertical
compressive load to discourage the hollow end portion of upper plate 172 from
collapsing under the relatively concentrated vertical load at the container
corner.
CA 02357841 2009-10-20
Four countersunk bores 218, pass through each flange 184, 186 for receiving
fasteners such as high strength bolts 53 to fasten cross member 56 to vertical
leg 79 of
bottom chord 76. In the present embodiment flange 124 of center cross member
52,
5 flange 184, 186 does not extend beyond vertical leg 79, however it can also
be
extended and fastened in a way similar to the center cross beam 52. Bores 218
are
spaced apart and located adjacent the base of flange 184, 186. Although four
bores
are shown, as few as one bolted connection, or more than four bolted
connections
could be used. As illustrated, bores 218 are offset from the horizontal plane
of the
10 downwardly facing planar interface surface 189 of horizontal portion 188.
Cross member 56 is preferably installed by inserting bolts through bores 206,
218 to provide a rigid moment connection between cross member 56, side sill
42, 44,
and end post 104, (Figure 4b). The connection made through bores 218 may be
used
15 to transmit a moment at the inwardly extending toe 81 of the bottom chord
78. The
bores 206 serve to strengthen this connection to transfer moments at the
vertical leg
79 and side post 104. In the above configuration, moments may be effectively
transferred between the structural elements of the railcar 20 in both the
horizontal and
vertical planes to resist deflection of the top chords 70 in a direction
transverse to the
20 longitudinal direction.
A mechanically fastened moment connection is preferred over welding
because a bolted connection may tend to reduce the likelihood of a fatigue
crack
forming in the connection. Mechanical fastening may tend to facilitate the
removal
25 and replacement of damaged or worn cross members. When installed, end
portions
178, 180 of cross member 56 overlap with the inwardly extending toe 81 of
bottom
chords 78. This overlap permits bottom chord 78 to help support a load placed
on
cross member 56.
Cross member 56 has a diagonal strut connection plate 220, having a generally
similar profile to strut root transition plate 160, and is mounted to extend
outwardly
from the vertical sidewall 175 of cover plate 172. Web continuity is provided
at the
same level by welding an internal web plate 222 within cover plate 172 in line
with
diagonal strut connection plate 220. A second diagonal strut connection plate
224 is
mounted to extend from the opposite side of beam member 56 at the level of the
flange of lower plate 170.
CA 02357841 2001-09-27
26
Intermediate Cross-Ties
Referring to Figures 14, 15a, 15b, and 15c, intermediate cross members 58, 60
are having turned up toes, or end flanges, 226, 228. Intermediate cross-
members 58,
60 are basically closed cross-section, built up beams. Cross-members 58, 60
have
widened ends with ears, or lugs with bores to permit fastening to toes 81 of
bottom
chord 78, and additional bores to permit bolting of the upturned end flanges
to leg 79
of bottom chord 78. Cross members 58, 60 have diagonal brace strut root
members
230, 232 and internal gussets 234 for web continuity at the strut roots. The
cross-
section is of much lighter construction than central cross beam member 52 or
either of
end cross members 54, 56. It is not intended that cross-ties 58, 60 be capable
of
supporting container corner loads.
Diagonal Bracin~
In the embodiment illustrated, cross braces 61 to 64 are attached to the cross
member 52, as described above. Cross braces 61 to 64 can be connected by
welding
directly to respective cross members 52, 54, 56, 58 or 60 by means of
connection
plates 160, 220, 224, 230 or 232 located along a side of the respective cross
members.
Flange 160 (or such as may be the case) is either attached to, or integral
with, the side
of the longitudinal portion 116, and is oriented to be generally coplanar with
the
longitudinal portion 116.
Connection of Cross Beams to Side Sills
Bottom chord 78 has bores in the nature of bolt holes located at the mid-span
and
40 foot container locations to permit cross members 52 and 54, 56 respectively
to be
bolted into position. The inboard surface of the upwardly extending leg 79 of
bottom
chord 78 lies in a first, vertical plane. The upward face of the second,
laterally inboard
extending leg 81 of bottom chord 78 lies in a second, horizontal plane. These
first and
second planes intersect along a longitudinal line of intersection. In the case
of mid-span
central cross beam 52, the bolted connection includes a pair of bolts inserted
through
bores 136 lying at a first distance (that is, a vertical offset distance
measured from the
line of centers of the bolts) from the line of intersection of the planes by a
first distance
71,i, (Figures 8 and 6b). The bolted connection also includes a second set of
bolts 55
inserted through bores 134 lying at a second distance X2 from the line of
intersection of
planes, (Figure 8). The bolted connection includes a third pair of bolts
inserted through
bores 146 located to bolt the side flanges of cross beam 52 to horizontal leg
81 of bottom
20936190.1
CA 02357841 2001-09-27
27
chord 78, the bolts having a line of centers offset from the line of
intersection of the
planes a distance X3 (that is, a horizontal offset distance), (Figure 8).
Similarly, in the case of 40 foot cross beam 54 or 56, the bolted connection
includes a set of four bolts inserted through bores 218 lying at a distance
(that is, a
vertical offset distance measured from the line of centers of the bolts) from
the line of
intersection of the planes by a first distance X4, (Figure l Ob). The bolted
connection also
includes another pair of bolts inserted through bores 2061ocated to bolt the
side flanges
of cross beam 54 (or 56) to horizontal leg 81 of bottom chord 78, the bolts
having a line
of centers offset from the line of intersection of the planes a distance X5
(that is, a
horizontal offset distance) (Figure lOb).
The reinforcement of posts 104 and 106 relative to post 102, and the use of
doublers 108 reflects a difference in function, (Figure lb). Posts 102 serve
to discourage
buckling of web 74. Posts 104 and 106 are connected to cross beams 54 and 52,
respectively, by the bolted moment connection at bottom chord 78. As such, to
the
extent that top chords 70 may have a tendency to deflect inward toward each
other under
longitudinal compressive loads, the bending moment so induced will tend to be
transmitted through the bolted connection and into cross beams 52 and 54, 56.
Cross-
beams 52 and 54, 56, being of significant section, will tend to resist this
bending
moment, such that the entire assembly of cross beam 52, and side posts 106 and
doubler
108 (or, alternatively, cross beam 54 or 56 and side posts 104 and doublers
108) acts as a
U-shaped spring operable to resist, or control, lateral deflection of the top
chords under
longitudinal compressive (i.e., buckling) loads applied to the ends of the
car, (Figure 4a).
Operation of Elements
When rail car 20 is under a combined end-wise compressive load and vertical
container loads, side beams 42, 44 are compressed longitudinally and tend to
act as
eccentrically loaded columns. As a result, top chords 70 may have a tendency
to want to
buckle under the load. In buckling, the side beams 42, 44 may tend to want to
twist, or
rotate, as indicated in Figure 4a, and top chord 70 may tend to deflect
laterally inboard
relative to well 40 of railcar 20. This deflection may tend also to be
accompanied by
deflection of connected web 76, and side posts 104 and 106. Cross members 52,
54,
and 56 are rigidly connected to bottom chords 78, webs 76, and doubler plates
108
abreast of posts 104 and 106 respectively to form a moment connection to each
of the
side sills 42, 44, and by connection, the top chords 70. The cross members 52,
54 and
56 are connected to corresponding center reinforced side posts 106 and end
reinforced
20936190.1
CA 02357841 2001-09-27
28
side posts 104, respectively. This rigid structure permits the cross members
52, 54
and 56 to carry a bending moment between side beams 42, 44.
In the configuration described above, the cross members 52, 54 and 56 work in
co-operation with posts 106 and 104 respectively, to act as resilient u-shaped
biasing
members, or springs tending to resist lateral deflection of the top chords 70
and to resist
local twisting, or rotation, of the side sills 42, 44 about an axis parallel
to the longitudinal
axis of the railcar 20.
Alternate Embodiments
In an alternate embodiment, additional end cross beams (not shown) may be
placed between side sill assemblies 42 and 44 to accommodate domestic
container
sizes in addition to ISO container sizes. The additional cross beams can be
each
located between centre cross beam 52 and an end cross beam 54, 56. In this
configuration, the unequal pitch of the cross members is such that the well
structure
40 can accommodate, as above, either two ISO 20 foot containers, a single 40
foot
ISO container, a single 45 foot domestic container or a single 48 foot
domestic
container. Depending on the configuration of the container carried in well
structure
40, rail car 20 is also designed to support an upper, stacked 40 foot ISO
container, or
single stacked 45 foot, 48 foot or 53 foot domestic containers.
Figures 17a, 17b and 17c, show an alternative embodiment in which a center
cross member 300 has the form of a laminate, having a first, monolithic
bridging
member 304, and a reinforcing member in the nature of a plate 302 welded to
the upper
surface of bridging member 304. Bridging member 304 has substantially the same
configuration as described above for center cross member 52, being a plate of
constant
thickness having a central spanning portion 306 bounded by widened, formed
ends
identified as attachment fittings 308 and 310, by which to make bolted
connections to
side sills 42, 44, in the manner described above. Each attachment fitting, 308
or 310, is a
formed, bent toe having a horizontal portion that is wider than spanning
portion 306, and
that merges smoothly into spanning portion 306. The wide horizontal portion
has ears,
or lugs, 312, 314 and counter sunk bores 316, 318 by which vertically oriented
bolts can
attach bridging member 304 to the inwardly extending toe of the bottom chord
of either
side sill. The upwardly bent toes have an array of countersunk bolt holes 320,
by which
horizontally oriented bolts can attach bridging member 304 to side sills 42,
44 in the
same manner as cross member 52, described above. The footprint of bolt holes
320 and
braces 316, 318 is interchangeable with that of member 52 described above.
20936190.1
CA 02357841 2001-09-27
29
In this embodiment, the upturned toes are of roughly equal thickness to
spanning
portion 306, less a machining allowance for providing faces contacting side
sills 42, or
44, as opposed to being machined down from a much greater thickness, as in
cross-
member 52. Machining of the sides of the bent portion may be employed, as
above, to
reduce the tendency to provide fatigue crack initiation sites. Alternatively,
if machining
is required, the amount of material to be removed is significantly reduced by
starting
with a thinner member. Further, the forming of a thinner member is generally
easier
than the forming of a thicker member.
Plate 302 is welded to bridging member 304, to form a two layered laminate.
More than two layers can be used if desired. The combined thickness of
bridging
member 304 and plate 302 is comparable to the through thickness of the
spanning
portion of cross-member 52. For example, in one embodiment bridging member 304
may be at least 1 inch thick and the laminate 302 may be 5/8 of an inch thick
or more.
The ends of plate 302 provide flat surfaces 324, 326 upon which the corners of
20 ft
containers can seat.
While plate 302 may be connected to either surface of longitudinal portion
306,
it is preferably connected to the side of the member closest to the lading. In
this
configuration, plate 302 may protect bridging member 304 when lading is placed
thereon. Plate 302 substantially covers the entire longitudinal portion 306,
and may be
thinner than the bridging member 304. Welding about the perimeter of the plate
302
may be used to connect the laminate 302 to the bridging member 304. Plate 302
may
have a rebate 310 at an end, wherein the rebate 310 extends along the
longitudinal
centerline of the laminate 302. The periphery of rebate 310 provides a
serpentine weld
path, the weld being predominantly in shear.
Plate 302 can be made of a higher yielding material than might otherwise be
used, and need not be of the same yield strength as bridging member 304. For
example,
steel of 50 ksi yield is commonly used for formed parts, such as bridging
member 304,
whereas a flat plate, such as plate 302, can be of a different yield, such as
of 60 or 70 ksi,
or higher, yield. Furthermore, lamination of plate 302 and bridging member 304
can be
made to give a residual tensile stress in plate 302, and a residual
compressive stress in
the spanning portion of bridging member 304.
While the application of a laminate to a center cross member has been
described,
a laminate may also be applied to strengthen and/or protect any of the other
members 52,
20936190.1
CA 02357841 2001-09-27
54, 56, 58, 60 or the cross braces 61 to 64 in a similar manner.
Various modifications of detail may be made to the preferred embodiment, and
other
embodiments, discussed and illustrated herein, without departing from the
spirit and
5 scope of the present invention as defined by the following claims.
20936190.1
