Note: Descriptions are shown in the official language in which they were submitted.
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MANUFACTURING FACILITY AND METHOD OF ASSEMBLING A
TEMPERATURE CONTROLLED RAILWAY CAR
TECHNICAL FIELD
The present invention is related to railway cars,
manufacturing facilities and method of assembling railway
cars and more particularly forming components of a
composite box structure and attaching the components to a
railway car underframe.
BACKGROUND OF THE INVENTION
Over the years, general purpose railway boxcars have
progressed from relatively simple wooden structures
mounted on flat cars to more elaborate arrangements
including insulated walls and refrigeration equipment.
Various types of insulated boxcars are presently
manufactured and used. A typical insulated boxcar
includes an enclosed structure mounted on a railway car
underframe. The enclosed structure generally includes a
floor assembly, a pair of sidewalls, a pair of endwalls
and a roof. The sidewalls, endwalls and roof often have
an outer shell, one or more layers of insulation and
interior paneling.
The outer shell of many railway boxcars often has an
exterior surface formed from various types of metal such
as steel or aluminum. The interior paneling is often
formed from wood and/or metal as desired for the specific
application. For some applications the interior paneling
has been formed from fiber reinforced plastic (FRP).
Various types of sliding doors including plug type doors
are generally provided on each side of conventional
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boxcars for loading and unloading freight. Conventional
boxcars may be assembled from various pieces of wood,
steel and/or sheets of composite materials such as
fiberglass reinforced plastic. Significant amounts of
raw material, labor and time are often required to
complete the manufacture and assembly of conventional
boxcars.
The underframe for many boxcars include a center
sill with a pair of end sill assemblies and a pair of
side sill assemblies arranged in a generally rectangular
configuration corresponding approximately with dimensions
for the floor of the boxcar. Cross bearers are provided
to establish desired rigidity and strength for
transmission of vertical loads to the associated side
sills which in turn transmit the vertical loads to the
associated body bolsters and for distributing horizontal
end loads on the center sill to other portions of the
underframe. Cross bearers and cross ties cooperate with
each other to support a plurality of longitudinal
stringers. The longitudinal stringers are often provided
on each side of the center sill to support the floor of a
boxcar. Examples of such railway car underframes are
shown in United States Patent Nos. 2,783,718 and
3,266,441.
Some railway cars or boxcars may be manufactured
using sidewall assemblies with all or portions of a
respective side sill assembly formed as an integral
component thereof. In a similar manner, such railway
cars and/or boxcars may also be manufactured with endwall
assemblies having all or portions of a respective end
sill formed as an integral component thereof.
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Traditionally, refrigerated boxcars often have less
inside height than desired for many types of lading and a
relatively short interior length. Heat transfer rates
for conventional insulated boxcars and refrigerated
boxcars are often much greater than desired. Therefore,
refrigeration systems associated with such boxcars must
be relatively large to maintain desired temperatures
while shipping perishable lading.
A wide variety of composite materials have been used
to form railway cars and particular boxcars. U.S. Patent
No. 6,092,472 entitled "Composite Box Structure For A
Railway Car" and U.S. Patent No. 6,138,580 entitled
"Temperature Controlled Composite Boxcar" show some
examples. One example of a composite roof for a railway
car is shown in U.S. Patent No. 5,988,074 entitled
"Composite Roof for a Railway Car".
Ballistic resistant fabrics such as BuliteX scuff
and wall liners have previously been used to form liners
for highway truck trailers.
SUMMARY OF THE INVENTION
In accordance with teachings of the present
invention, several disadvantages and problems associated
with manufacture and assembly of insulated boxcars,
refrigerated boxcars and other types of temperature
controlled railway cars have been substantially reduced
or eliminated. One embodiment of the present invention
includes a composite box structure with a temperature
control system and an airflow management system
satisfactory for use with a refrigerated boxcar or a
temperature controlled railway car and methods for
manufacture and assembly of such railway cars. Another
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embodiment of the present invention includes a roof
assembly which may be satisfactory for use with insulated
boxcars, refrigerated boxcars and other types of
temperature controlled railway cars.
A composite box structure incorporating teachings of
the present invention combines benefits of conventional
railway car components with benefits of plastic and
composite insulating materials. A composite box
structure incorporating teachings of the present
invention may provide enhanced insulation, increased load
carrying capacity, better temperature regulation,
increased service life and reduced maintenance costs as
compared to a typical refrigerated boxcar. The present
invention allows designing a roof assembly with
insulating materials having optimum thickness to
substantially minimize heat transfer rates between the
interior and the exterior of an associated railway car
and optimizing interior load carrying capacity.
Structural integrity may be maintained using conventional
materials such as steel or aluminum alloys to form
exterior portions of the roof assembly.
A railway car may be formed in accordance with
teachings of the present invention with similar or
reduced costs as compared to conventional refrigerated
boxcars and insulated boxcars with substantially improved
load carrying capacity and thermal energy
characteristics. Structural members of the resulting
railway car may be formed from steel alloys, aluminum
alloys or other materials which may more easily be
repaired as compared with some composite materials.
Composite materials with improved heat transfer
characteristics may be used as either structural or
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nonstructural members while at the same time increasing
load carrying capability.
Further aspects of the present invention include
forming sidewalls and endwalls for a composite box
5 structure defined in part by a plurality of side stakes
or support posts with metal side sheets attached to one
side of the side stakes and at least one layer of fiber
reinforced material attached to the opposite side of the
side stakes with void spaces formed therebetween.
Associated endwalls may be formed with a plurality of end
beams with metal end sheets or side sheets attached to
one side of the end beams and at least one layer of fiber
reinforced material attached to the opposite side of the
end beam with void spaces formed therebetween. The
endwall assemblies and the sidewall assemblies may be
placed in a foam press tilted at an angle of
approximately ten (10) degrees. Urethane foam or other
insulating materials having desired thermal insulation
characteristics may be injected into the void spaces.
For some applications roof, sidewall, floor and
endwall and/or railway car underframes may be fabricated
at the same facility. For other applications one or more
components may be remotely fabricated and shipped to
another facility to complete fabrication of railway cars
in accordance with teachings of the present invention. A
composite box structure and associated insulated boxcar
or temperature controlled railway car formed in
accordance with teachings of the present invention may
accommodate various geometric configurations and load
carrying requirements to meet customer needs concerning
size and temperature specifications for different types
of lading carried in each railway car.
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Manufacturing procedures associated with plastic
materials and insulating materials may be modified in
accordance with teachings of the present invention to
form various portions of a composite box structure. For
example sidewall and endwall assemblies may be formed
with relatively thick insulating materials disposed
between exterior side sheets and a layer of fiber
reinforced material by injecting liquid insulating foam
therebetween. Support posts and/or end beams may also be
disposed between and attached to adjacent portions of the
side sheets and associated layer of fiber reinforced
material prior to injecting liquid insulating foam.
Composite box structures incorporating with teachings of
the present invention may have improved heat transfer
characteristics as compared with conventional insulated
boxcars and refrigerated boxcars.
BRIEF DESCRIPTION OF THE DRAWINGS
For a more complete understanding of the present
invention, and the advantages thereof, reference is now
made to the following written description taken in
conjunction with the accompanying drawings, in which:
FIGURE lA is a schematic drawing in elevation
showing a side view of a temperature controlled railway
car incorporating teachings of the present invention;
FIGURE 1B is an end view of the temperature
controlled railway car taken along lines 1B-1B of FIGURE
lA;
FIGURE 2 is a schematic drawing showing an isometric
view with portions broken away of a railway car
underframe satisfactory for use with a composite box
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structure incorporating teachings of the present
invention;
FIGURE 3 is a schematic drawing in section with
portions broken away taken along lines 3-3 of FIGURE lA
showing interior portions of a temperature controlled
railway car incorporating teachings of the present
invention;
FIGURE 4A is a schematic drawing in section and in
elevation with portions broken away showing interior of
portions of a temperature controlled railway car
incorporating teachings of the present invention adjacent
to a first endwall assembly taken along lines 4A-4A of
FIGURE 3;
FIGURE 4B is a schematic drawing in section and in
elevation with portions broken away showing interior of
portions of a temperature controlled railway car
incorporating teachings of the present invention adjacent
to a second endwall assembly;
FIGURE 4C is a schematic drawing in section and in
elevation with portions broken away showing portions of
an endwall assembly and floor assembly incorporating
teachings of the present invention;
FIGURE 5 is a schematic drawing in section with
portions broken away taken along lines 5-5 of FIGURE 1B
showing an interior view of a composite box structure
incorporating teachings of the present invention;
FIGURE 6 is a schematic drawing in section with
portions broken away taken along lines 6-6 of FIGURE 5
showing portions of a sidewall assembly incorporating
teachings of the present invention;
FIGURE 7 is a schematic drawing showing an exploded
isometric view with portions broken away of a sidewall
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assembly, associated scuff plate support assemblies and
scuff plates;
FIGURE 8 is a schematic drawing with portions broken
away showing a plan view of a floor assembly
incorporating teachings of the present invention;
FIGURE 9 is a schematic drawing showing an exploded
isometric view with portions broken away of a floor
assembly which may be assembled on a railway car
underframe during manufacture of a railway car in
accordance with teachings of the present invention;
FIGURE 10 is a schematic drawing showing an
isometric view of panels which may be used to form
portions of a flaor assembly for a railway car
incorporating teachings of the present invention;
FIGURE 11 is a schematic drawing with portions
broken away showing a plan view of a roof assembly
incorporating teachings of the present invention;
FIGURE 12 is a schematic drawing in section with
portions broken away showing a joint formed between a
roof assembly and a sidewall assembly incorporating
teachings of the present invention;
FIGURE 13 is a schematic drawing in section with
portions broken away showing portions of a roof assembly
and a door assembly mounted on a sidewall assembly
incorporating teachings of the present invention;
FIGURE 14 is a schematic drawing in section with
portions broken away taken along lines 14-14 of FIGURE
11;
FIGURE 15 is a schematic drawing in section with
portions broken away taken along lines 15-15 of FIGURE
11;
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FIGURE 16 is a schematic drawing showing an
isometric view with portions broken away of a plenum
assembly satisfactory for use with a roof assembly
incorporating teachings of the present invention;
FIGURE 17 is a schematic drawing showing an
isometric view with portions broken away of a roof
assembly incorporating teachings of the present
invention;
FIGURE 18 is a schematic drawing showing one example
of a foam press which may be satisfactorily used to bond
insulating material with portions of a sidewall assembly
or an endwall assembly in accordance with teachings of
the present invention;
FIGURE 19 is a schematic drawing showing a plan view
of one example of a manufacturing facility which may be
satisfactorily used to manufacture and assemble railway
cars in accordance with teachings of the present
invention;
FIGURE 20 is a block diagram showing one example of
a method for assembling a temperature controlled railway
car in accordance with teachings of the present
invention;
FIGURE 21 is a block diagram showing one example of
a method for assembling a railway car underframe;
FIGURE 22 is a block diagram showing one example of
a method for manufacture and assembly of a sidewall
assembly in accordance with teachings of the present
invention; and
FIGURE 23 is a block diagram showing one example of
a method for manufacture and assembly of an endwall
assembly in accordance with teachings of the present
invention.
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DETAILED DESCRIPTION OF THE INVENTION
Preferred embodiments of the invention and its
advantages are best understood by reference to FIGURES
lA-23 of the drawings, like numerals are used for like
5 and corresponding parts of the various drawings.
Various aspects of the present invention will be
described with respect to temperature control railway car
20. However, the present invention is not limited to
temperature controlled railway cars. For example,
10 various features of the present invention may be
satisfactory used to form insulated boxcars and any other
type of freight car or railway car having sidewall
assemblies, endwall assemblies, floor assemblies and/or
roof assemblies.
Temperature controlled railway car 20 incorporating
teachings of the present invention is shown in FIGURES lA
and 18 with composite box structure 30 mounted on railway
car underframe 200. As discussed later in more detail,
temperature controlled railway car 20 may include
temperature control system 140 and airflow management
system 300.
For embodiments of the present invention as shown in
FIGURES lA-23, temperature controlled railway car 20 may
have exterior dimensions which satisfy requirements of
Plate F and associated structural design requirements of
the Association of American Railroads (AAR). However,
teachings of the present invention may be used to design
and manufacture railway cars which satisfy other AAR
requirements. The present invention is not limited to
railway cars that satisfy Plate F requirements.
Forming various components of composite box
structure 30 in accordance with teachings of the present
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inventions and assembling these components on railway car
underframe 200 may result in reducing the weight of
temperature controlled railway car 20 while at the same
time increasing internal volume and/or load carrying
capacity as compared to more conventional refrigerated
boxcars satisfying the same AAR clearance plate
requirements.
The term "composite box structure" refers to a
generally elongated structure having a roof assembly, a
floor assembly, a pair of sidewall assemblies, and a pair
of endwall assemblies which cooperate with each other to
provide a generally hollow interior satisfactory for
carrying various types of lading associated with
insulated boxcars and refrigerated boxcars. Portions of
the roof assembly, floor assembly, sidewall assemblies
and/or endwall assemblies may be formed from conventional
materials such as steel alloys and other metal alloys
used to manufacture railway cars. Portions of the roof
assembly, floor assembly, sidewall assemblies and/or
endwall assemblies may also be formed from composite
materials such as thermal plastics, insulating materials,
fiber reinforced plastics, fiber reinforced pultrusions
and fiber reinforced materials such as ballistic
resistant fabrics. Examples of some of the materials
used to form a composite box structure incorporating
teachings of the present invention will be discussed
throughout this application.
The term "support post" may be used to refer to side
posts, side stakes or other structural components
satisfactory for use in forming a sidewall assembly
incorporating teachings of the present invention. The
term "end beam" may be used to refer to structural
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components satisfactory for use in forming an endwall
assembly incorporating teachings of the present
invention. For some applications support posts and end
beams may be formed from metal I beams having similar
cross sections. However, support post and end beams may
have a wide variety of other cross sections and may be
formed from a wide variety of materials.
The term "FRP" may be used to refer to both fiber
reinforced plastic and glass fiber reinforced plastic. A
wide variety of fibers in addition to glass fibers may be
satisfactorily used to form portions of a composite box
structure incorporating teachings of the present
invention.
The term "insulating materials" may include urethane
foam, closed cell urethane foam, polyvinylfloride
materials, polycarbonate materials, urethane foam blocks
and any other material having satisfactory heat transfer
characteristics for use in manufacturing a railway car
incorporating teachings of the present invention. Some
insulating materials may also provide structural
strength. Other insulating materials may provide very
little (if any) structural strength.
Composite box structure 30 may be formed from
several major components including roof assembly 40,
sidewall assemblies 50 and 52, floor assembly 80 and
endwall assemblies 120 and 122. Major components
associated with composite box structure 30 may be
fabricated individually in accordance with teachings of
the present invention and then attached to or assembled
on railway car underframe 200 to form temperature
controlled railway car 20. Individually manufacturing or
fabricating major components of composite box structure
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30 may allow optimum use of conventional railcar
manufacturing techniques. For example, side posts and
door posts may be welded with top chords and bottom
chords or side sill assemblies using conventional railcar
manufacturing techniques to provide structural members
for a sidewall assembly.
For embodiments of the present invention such as
shown in FIGURES lA, 1B, 2, 3, 4A, 4B, 4C and 5 portions
of railway car underframe 200 may be manufactured and
assembled using conventional railcar manufacturing
procedures and techniques. Railway car underframe 200
may be mounted on a pair of railway car trucks 202 and
204 located proximate respective ends of railway car
underframe 200. For some applications ladder 206 may be
disposed within exterior portions of sidewall assemblies
50 and 52. See FIGURE lA. For other applications, one
or more ladders may be formed as part of railway car
underframe 200 (not expressly shown). Hand brake 208 and
accessories may be included as part of railway car
underframe 200. Standard railcar couplings 210 may also
be provided at each end of railway car underframe 200.
Each coupling 210 may include respective end of car
cushioning unit 212 disposed at each end of center sill
214.
As shown in FIGURE 2 railway car underframe 200 may
include center sill 214, cross ties 216, cross bearers
217 and body bolsters 224 and 226 arranged in a generally
rectangular configuration. Body bolsters 224 and 226 may
be disposed on respective railway trucks 202 and 204.
Body bolsters 224 and 226 extend laterally from center
sill 214. Each body bolster 224 and 226 may include
respective center plates 228. Cross ties 216, cross
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bearers 217 and body bolsters 224 and 226 may sometimes
be referred to as "cross members." Side sill assemblies
250 and 252 are shown detached from respective ends 257
of crossties 216 and cross bearers 217 and respective
ends 157 of body bolsters 224 and 226.
Cross ties 216 and cross bearers 217 may be attached
to and extend laterally from center sill 214. For some
applications railway car underframe 200 may be initially
manufactured with side sill assemblies 250 and 252
attached with respective cross ties 216, cross bearers
217 and body bolsters 224 and 226. During manufacture of
sidewall assemblies 50 and 52, side sill assemblies 250
and 252 may be removed from railway car underframe 200
and integrated into respective sidewall assemblies 50 and
52. See for example FIGURE 22 Step 573.
Respective plates 257 may be disposed on the extreme
ends of each cross tie 216 and cross. bearer 217. Plates
257 may include openings or holes (not expressly shown)
to accommodate bolts or other mechanical fasteners.
Plates 257 facilitate removal of side sills 250 and 252
and reattachment of side sills 250 and 252 as integral
components of respective sidewall assemblies 50 and 52.
Plates 157 with openings or holes (not expressly shown)
similar to plates 257 may also be attached with the ends
of body bolsters 224 and 226 for use in engaging and
disengaging side sill assemblies 250 and 252.
Portions of floor assembly 80 may be disposed on
center sill 214, cross ties 216, cross bearers 217 and
body bolsters 224 and 226. Portions of floor assembly 80
may also be disposed on portions of end sill assemblies
220 and 222 and portions of side sill assemblies 250 and
252. See FIGURES 3, 4A, 4B, 4C and 5. The number of
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cross ties 216 and cross bearers 217 may be varied
depending upon the desired load carrying characteristics
for the resulting railway car 20. Portions of floor
assembly 80 may be adhesively bonded with portions of
5 railway car underframe 200.
Side sill assemblies 250 and 252 may have
substantially the same configuration and dimensions. As
shown in FIGURES 2, 3, 4A and 4B, side sill assemblies
250 and 252 have generally J shaped cross sections. The
10 configuration of exterior surface 254 of side sill
assemblies 250 and 252 may correspond with dimensions of
AAR Plate F or other applicable AAR requirements.
Respective support members 256 may be attached to
interior surface 258 of side sill assemblies 250 and 252.
15 Support members 256 may extend along substantially the
full length of respective side sill assembly 250 and 252.
Support members 256 may be formed from metal angles
having desired dimensions compatible with railway car
underframe 200 and floor assembly 80. Spacers (not
expressly shown) may also be disposed at selected
locations on interior surface 258 of each side sill
assemblies 250 and 252. The dimensions associated with
such spacers may be selected to be compatible with
attachment plates 157 and 257.
For one embodiment sidewall assembly 50 may be
mounted on one longitudinal side of railway car
underframe 200 with side sill assembly or bottom chord
250 disposed adjacent to respective attachment plates 157
and 257. In a similar manner sidewall assembly 52 may be
mounted on an opposite longitudinal side of railway car
underframe 200 with side sill assembly or bottom chord
252 disposed adjacent to respective attachment plates 157
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and 257. Various types of mechanical fasteners 255
and/or welds may be formed between side sill assemblies
250 and 252 and respective attachment plates 157 and 257.
For some applications Huck~ type mechanical fasteners may
be used to attach side sill assemblies 250 and 252 with
the respective attachment plates 157 and 257 of railway
car underframe 200. Side sill assemblies 250 and 252 may
be fabricated as integral components of sidewall
assemblies 50 and 52.
As shown in FIGURES lA and 1B refrigeration unit 142
may be mounted on endwall assembly 120 of composite box
structure 30. Refrigeration unit 142 may be mounted on
the exterior of endwall assembly 120 and partially
disposed within opening 127 of endwall assembly 120. See
FIGURE 3. End platform 260 may be mounted on railway car
underframe 200 near refrigeration unit 142 to provide
easy access to refrigeration unit 142. External fuel
tank 262 may be located on end platform 260 proximate
refrigeration unit 142. End platform 260 provides
convenient access to both fuel tank 262 and refrigeration
unit 142.
Temperature control system 140 preferably includes
refrigeration unit or cooling unit 142 and airflow
management system 300. For some applications such as
transporting products in sub-zero, winter environments
temperature control system 140 may include a heater (not
expressly shown). Refrigeration unit 142 may be a self-
contained refrigeration unit including a compressor (not
expressly shown), a condenser (not expressly shown),
airflow blowers (not expressly shown), external fuel tank
260 and a diesel engine (not expressly shown). For some
applications, refrigeration unit 142 may provide airflow
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in the range of 3200 CFM. Self-contained refrigeration
unit 142 provides advantages of easier and faster
maintenance as compared to conventional refrigerated
boxcars with similar performance characteristics. As a
result, temperature control system 140 generally lowers
maintenance time and costs and increases the amount of
time that temperature controlled railway car 20 remains
in service between repairs.
Refrigeration unit 142 may be a programmable unit
able to control and maintain desired temperatures within
composite box structure 30. Refrigeration unit 142 may
include a keypad for inputting data for desired system
performance and a microprocessor to control and monitor
the functions and performance of refrigeration unit 142
and temperature control system 140. Refrigeration unit
142 may also include a satellite monitoring and control
system (not expressly shown) and/or cellular technology
to transmit to remote locations information such as the
performance and location of refrigeration unit 142 or the
temperature inside composite box structure 30. Various
types of refrigeration systems are commercially available
from companies such as Thermo King, Carrier and Dring.
Such units may be frequently used in motor carrier
trailers and other large containers.
Airflow management system 300 may provide relatively
uniform distribution of air at a desired temperature
throughout the interior length, width and height of
composite box structure 30. Airflow management system
300 allows cooled air to circulate from refrigeration
unit 142, around and through products or lading contained
within composite box structure 30, and back to
refrigeration unit 142 or out of composite box structure
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30. Airflow management system 300 may also be capable of
circulating fresh air from outside composite box
structure 30 or heated air throughout interior portions
of composite box structure 30.
Airflow management system 300 may include various
features which keep products shipped within composite box
structure 30 spaced from interior surfaces of the
sidewall assemblies 50 and 52, endwall assemblies 120 and
122, and floor assembly 80 to create openings or gaps for
airflow around the product. These features include, but
are not limited to, plenum system 310, secondary floor
110, interior bulkheads or end barriers 280 and 380,
corrugations 63 formed in layers 61, and scuff plates 241
and 242.
Endwall assemblies 120 and 122 and sidewall
assemblies 50 and 52 may be formed using similar
materials and techniques. For one application side
sheets 54 may be formed from twelve (12) gauge steel.
Support posts 56 and end beams 126 may be three (3) inch
I-beams. Foam insulation 58 may have a thickness of
approximately four (4) inches. Layers 61 and 128 may be
formed from Bulitex~ material having a thickness of
approximately 0.06 to 0.08 inches.
For sidewall assemblies 50 and 52, support posts 56
extend generally vertically between respective side sill
assemblies 250 and 252 and associated top chord 64.
Endwall assemblies 120 and 122 may be formed with end
beams 126 having an I-beam configuration similar to
support posts 56. However, end beams 126 disposed within
endwall assemblies 120 and 122 may extend generally
horizontally with respect to each other, respective
bottom plate 124 and railway car underframe 200. See
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FIGURES 4A, 4B and 4C. Endwall assemblies 120 and 122
may be fabricated with respective bottom plates 124
formed as integral components for mounting on end sills
220 and 222.
End beams 126 may be attached with respective metal
sheets 54. Metal sheets 54 of endwall assemblies 120 and
122 may also be referred to as "end sheets" or "side
sheets." Respective isolators 60 may be attached to
interior surface or first surface 125 of each support
beam 126 associated with endwall assembly 122. Layer 128
may also be attached with associated isolators 60
opposite from end sheets 54. Foam insulation 58 may be
disposed between and bonded with adjacent portions of end
beams 126, interior surface 55 of metal sheets 54 and
adjacent portions of layer 128.
For some applications isolators 60 associated with
endwall assemblies 120 and 122 may be formed from
DIVINYCELL~~ cellular polyvinyl chloride plastic blocks.
DIVINYCELL~ blocks are available from Diab AB Corporation
located in Sweden. DIVINYCELL~ strips may also be placed
on end closures or end plates (not expressly shown)
attached to opposite ends of end beams 126.
Layers 128 of endwall assemblies 120 and 122 may be
formed from the same fiber reinforced material used to
form layers 61 of sidewall assemblies 50 and 52 and
layers 45 of roof assembly 40. However, other types of
material may be satisfactorily used to form layers 128
because interior bulkheads 280 and 380 prevent direct
contact between lading carried within composite box
structure 30 and layers 128 of endwall assemblies 120 and
122.
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Interior bulkhead or end barrier 280 may be formed
within composite box structure 30 and attached to endwall
assembly 120 to form airflow paths therebetween. See
FIGURES 3, 4A and 4C. Interior bulkhead 280 may be
5 formed by attaching a plurality of support beams 284 and
284a and a plurality of pultruded panels 282 with each
other. Support beams 284 and 284a are shown by dotted
lines in FIGURE 3. Various types of supporting
structures other than support beams 284 and 284a may be
10 used to attach pultruded panels 282 with adjacent
portions of an endwall assembly 120.
For one application, support beams 284 and 284a may
be securely attached with adjacent portions end beams 126
of endwall assembly 120 by fasteners 290. Support beams
15 284a may have a reduced length to accommodate opening 127
which provides access to refrigeration unit 142. Support
beams 284 and 284a preferably include respective web 285
with respective first flange 286 and respective second
flange 287 attached thereto. One or more openings 288
20 may be formed in each web 285 to accommodate airflow
therethrough. For some applications layer 128 of endwall
assembly 120 and end barrier 280 cooperate with each
other to provide a return airflow path from the interior
of composite box structure 30 to temperature control
system 140.
For some applications, each second flange 287
associated with support beams 284 and 284a may have a
substantially reduced width as compared with the width of
each first flange 286. The reduced width of second
flanges 287 accommodates use of mechanical fasteners such
as blind screws or Huck~ fasteners 290 to engage support
beams 284 and 284a with end beams 126.
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Panels 282 may be attached to or mounted on support
beams 284 and 284a using various techniques such as
adhesive bonding and/or mechanical fasteners. Panels 282
may be formed from various types of fiber reinforced
materials. For some applications panels 282 may be
formed from the same Bulitex~ materials used to form
layers 45, 61 and 128. Channels or open beams 294 may be
bonded with respective panels 282. Channels or open
beams 294 may cooperate with each other to form a grid
type structure on support beams 284 and 284a to transfer
loads from cargo carried within associated composite box
structure 30 to attached end beams 126. A plurality of
holes or openings 296 may also be formed in each panel
282. See FIGURE 4C.
The location of holes 296 may be selected to
correspond with associated support beams 284 and 284a.
Openings 296 allow fasteners 292 to be inserted through
respective holes 296 and securely engaged with flanges
287. A plurality of plastic inserts 298 may be disposed
within each opening 296 and any associated channel to
cover respective mechanical fastener 292. Plastic
inserts 298 cooperate with each other to provide a smooth
exterior surface on associated panels 282. Various types
of blind bolts, screws and other mechanical fasteners may
be satisfactorily used to attach panels 282 with a
supporting structure formed in accordance with teachings
of the present invention.
As shown in FIGURE 3 the length of each panel 282
corresponds generally with the interior width of
composite box structure 30. The width or height of each
panel 282 may vary as shown in FIGURES 3. For purposes
of describing various features of the present invention,
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22
channels 282 have been designated as 282a - 282j. For
some applications, panels 282a through 282d may include
recessed handles (not expressly shown) disposed in
openings or slots 299. Slots 299 and associated handles
allow removal of panels 282a through 282d to gain access
to refrigeration unit 142 through opening 127.
Interior bulkhead or end barrier 380 may be formed
within composite box structure 30 and attached to endwall
assembly 122 to form airflow paths therebetween. See
FIGURE 4B. Interior bulkhead 380 may include a plurality
of panels 382 which extend substantially vertically
between roof assembly 40 and floor assembly 80. For some
applications each panel 382 may have approximately the
same length, width and thickness (not expressly shown).
Scuff plates (not expressly shown) may also be disposed
on interior bulkhead 380.
Panels 382 may be formed from the same materials as
used to form panels 282. Channels or open beams 394 may
be bonded with respective panels 382. For some
applications channels 394 may be described as having a
"hat-shaped" cross section. A plurality of holes or
openings (not expressly shown) may be formed in each
panel 382. The location of the holes may be selected to
correspond with associated end beams 126 of endwall
assembly 122. Channels 394 and associated openings may
extend generally vertically along opposite longitudinal
edges of each panel 382. The openings and associated
channels 394 cooperate with each other to allow fasteners
(not expressly shown) to be inserted through the holes,
associated channels 394 and securely engaged with
adjacent end beams 126. Channels 394 may be formed from
metal alloys such as aluminum or composite materials.
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23
The same types of mechanical fasteners used to attach
panels 282 with support beam 284 may also be used to
attach panels 382 with portions of adjacent end beams
126.
Channels 394 provide airflow paths from plenum 310
to floor assembly 80. The offset between panels 382 and
endwall assembly 122 provides additional airflow paths
from plenum 310 to floor assembly 80. The second end of
plenum assembly 310 may be coupled with endwall assembly
ZO 122 and adjacent interior bulkhead 380 to direct airflow
from plenum assembly 310 to the airflow paths formed
between interior bulkhead 380 and endwall assembly 122.
Sidewall assemblies 50 and 52 may have substantially
the same configuration and overall design. Layers 61
associated with sidewall assemblies 50 and 52 preferably
includes a corrugated cross section which provides
recessed portions or channels 63 disposed between
adjacent support posts 56. See FIGURES 5, 6 and 7. For
some applications channels 63 may have a width between
approximately four (4) and five (5) inches and a depth of
approximately one-half of one inch (~"). The corrugated
cross section of layers 61 and channels 63 form portions
of airflow management system 300.
Layers 45 associated with roof assembly 40 and
layers 128 associated endwall assemblies 120 and 122 may
be formed from the same material as layer 61. However,
layers 45 and 128 will generally not include corrugations
or channels 63. Layers 45, 61 and 128 may be formed from
tough, lightweight, relatively rigid material having high
impact resistance available from U.S. Liner Company, a
division of American Made, Inc. under the trademark
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24
BuliteX . Bulitex~ material may be generally described as
a ballistic grade composite scuff and wall liner.
Various types of ballistic resistant fabric may also
be satisfactorily used to provide layers 45, 61 and 128
for a composite box structure incorporating teachings of
the present invention. Ballistic resistant fabrics are
often formed with multiple layers of woven or knitted
fibers. The fibers may be impregnated with low modulus
elastomeric material as compared to the fibers which
preferably have a high modulus. U.S. Patent 5,677,029
entitled "Ballistic Resistant Fabric Articles" and
assigned to Allied Signal shows one example of a
ballistic resistant fabric.
Foam insulation 58 is preferably disposed between
adjacent side posts 56 and bonded with interior surface
55 of side sheets 54, the interior surface of layers 61
and adjacent portions of support posts 56. For some
applications a layer of scrim (not expressly shown) may
be attached to the interior surface of each layer 61 to
enhance bonding with foam insulation 58. The scrim may
be a nonwoven fabric or any other suitable material for
bonding with foam insulation 58. Layer 61 may also be
nailed and/or adhesively bonded with isolators 60.
For some applications layer 61 may be applied to
interior portions of respective sidewall assemblies 50
and 52 in multiple segments or strips. As shown in
FIGURE 5, sidewall assembly 52 may be fabricated with
upper strip or a first segment 61a attached to interior
portions of sidewall assembly 52 adjacent to roof
assembly 40 extending from endwall assembly 120 to door
opening 36. Lower strip or second segment 61b may be
attached to interior portions of sidewall assembly 52
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adjacent to floor assembly 80 extending from endwall
assembly 120 to door opening 36. In a similar manner
upper strip or third segment 61c may be attached to
interior portions of sidewall assembly 52 adjacent to
5 roof assembly 40 extending from endwall assembly 122 to
door opening 36. Lower strip or fourth segment 61d may
be attached to interior portions of sidewall assembly 52
adjacent to floor assembly 80 extending from endwall
assembly 122 to door opening 36.
10 A first end of each support post 56 may be attached
to adjacent portions of associated top chord 64. See
FIGURE 12. Top chords 64 extend longitudinally along the
respective upper edge of sidewall assemblies 50 and 52.
Top chords 64 may sometimes be referred to as "top
15 plates". Each top chord 64 may have a generally inverted
"L-shaped" cross section defined in part by leg 66 and
leg 68 extending therefrom. The upper portion of
adjacent side sheets 54 may be attached with leg 66 of
each of associated top chord 64.
20 A second end of each support post 56 may be attached
to adjacent portions of respective side sill assemblies
250 or 252. Support posts 56, top chords 64 and
respective side sill assemblies 250 or 252 cooperate with
each other to define a generally elongated, rectangular
25 configuration corresponding with associated sidewall
assemblies 50 and 52.
A plurality of metal sheets 54 may be attached with
each sidewall assembly 50 and 52 using conventional
welding techniques and/or mechanical fasteners. Side
sheets 54 cooperate with each other to form exterior
surfaces of sidewall assemblies 50 and 52 and composite
box structure 30. Respective side stakes or support
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26
posts 56 may be attached to interior surface 55 of each
side sheet 54. Support posts 56 generally project toward
the interior of composite box structure 30. For some
embodiments each support post 56 may have the general
cross section of an I-beam defined in part by web 56a and
flanges 56b and 56c. Flange 56b includes exterior
surface 59 of each post 56. Flange 56c includes interior
surface 57 of each post 56. See FIGURE 6.
Isolators 60 may be formed from strips of
thermoplastic polymers such as polyvinyl chloride (PVC)
insulating material and attached to interior surface 57
of support posts 56. For applications such as shown in
FIGURE 7, first isolator 60a, second isolator 60b, and
third isolator hoc may be formed from blocks of urethane
foam and attached to and securely bonded with interior
surface 57 of associated support post 56. Urethane foam
blocks may sometimes be described as a "semi-structural
material". Urethane foam blocks may have better
insulation characteristics as compared with polyvinyl
chloride insulating materials but may also have reduced
structural strength as compared with polyvinyl chloride
blocks. various insulating materials may be attached to
interior surface 57 of support posts 56. The present
invention is not limited to use of PVC strips, PVC blocks
or urethane foam blocks.
As shown in FIGURE 7 isolators 60a and 60b and scuff
plate support assembly 230 may be attached to interior
surface 57 of each support post 56 with scuff plate
support assembly 230 disposed between associated
isolators 60a and 60b. Isolator 60c and scuff plate
support assembly 240 may also be attached to interior
surface 57 of each support post 56 disposed between
isolators 60b and 60c. Scuff plate support assemblies
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27
230 and 240 may be used to attach respective scuff plates
242 and 241 with the interior of sidewall assemblies 50
and 52. Additional information concerning support
assemblies 230 and 240 may be found in copending U.S.
Patent Application Serial No. 11/009,128 filed December
10, 2004, entitled "Temperature Controlled Railway Car."
For some applications scuff plate support assembly
230 may include housing 232 with an isolator (not
expressly shown) disposed therein. Housing 232 and the
associated isolator may substantially reduce heat
transfer between scuff plate 242 and adjacent support
post 56. Scuff plate support assembly 230 may also
include attachment plate 234 disposed on housing 232.
Holes 236 may be formed in each attachment plate 234 to
engage respective scuff plate support assembly 230 with
associated support post 56. After sidewall assemblies 50
and 52 have been securely mounted on railway car
underframe 200, scuff plates 242 may be attached with
associated support assembly 230. Bolts, screws or Huck°
fasteners may be inserted through respective openings 244
in each scuff plate 242 to securely engage scuff plates
242 with associated attachment plates 238.
For some applications, each scuff plate support
assembly 240 may include respective isolator or block 229
with respective attachment plate 234 disposed thereon.
Openings or holes 236 may be formed in each attachment
plate 234 to engage respective scuff plate support
assembly 240 with associated support post 56. For some
applications, support blocks 229 may be formed from PVC
foam. Support blocks 229 may be bonded with flange 56c
using various types of adhesive. Bolts, screws or Huck~
fasteners may be inserted through openings 236 to
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28
securely engage each attachment plate 234 with associated
support post 56. Various types of mechanical fasteners
may be inserted through respective openings 244 in each
scuff plate 241 to securely engage scuff plates 241 with
associated attachment plates 234.
For embodiments such as shown in FIGURES 3, 4A, 4B,
5, 6 and 7 respective scuff plates 241 may be disposed
adjacent to the interior of each sidewall assembly 50 and
S2 proximate floor assembly 80. Respective scuff plates
242 may be disposed adjacent to the interior of each
sidewall assembly 50 and 52 between floor assembly 80 and
roof assembly 40. A plurality of support assemblies 240
may be mounted on interior surface 57 of each support
post 56. The location of support assemblies 240 may be
selected to correspond with the desired location for
scuff plates 241 relative to floor assembly 80. A
plurality of support assemblies 230 may be mounted on
interior surface 57 of each support post 56. The
location of support assemblies 230 may be selected to
correspond with the desired location for scuff plates 242
relative to associated scuff plates 241 and floor
assembly 80.
Scuff plates 241 and 242 may be installed in
segments with first segments 241a and 242a extending from
endwall assembly 120 to door opening 36 and second
segments 241b and 242b extending between door opening 36
and endwall assembly 122. Scuff plates 241 and 242 may
be formed from aluminum alloys or any other material
having desired wear characteristics to minimize damage to
interior surfaces of the associated sidewall assemblies
50 and 52.
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For some applications scuff plates 241 may be
directly disposed on layers 61b or 61d and securely
engaged with associated attachment plates 234. For other
applications spacers 243 may be attached to scuff plates
241 to provide an offset between each scuff plate 241 and
adjacent portions of layers 61b or 61d to accommodate
airflow therebetween. Additional spacers 243 may be
attached to each scuff plate 241 to contact layers 61b or
61d between adjacent support posts 56. For some
applications spacers 243 may be disposed on scuff plates
241 at a distance of approximately fifteen inches from
each other.
Corrugations 63 formed in segments 61b and 61d may
extend along substantially the full height of each layer
61b and 61d from floor assemblies 80. For other
applications such as shown in FIGURE 7 corrugations 63 in
segments 61b and 61d may terminate at a location above
associated scuff plate 241. The configuration and
dimensions associated with support block 229 and
attachment plate 234 and the use of spacer 243 may be
varied depending on the configuration of corrugations 63
formed in associated layers 61b and 61d.
Upper layers such as 61a or 61c may have generally
rectangular configurations with an overall length of
approximately three hundred seventy eight inches, a width
of approximately ninety eight inches and a thickness of
approximately 0.08 inches. Upper and lower portions of
layers 61a and 61c may be relatively flat with
corrugations 63 space therefrom. Lower layers such as
61b and 61d may have a similar length but a reduced width
of approximately fifty five inches. Also, the length of
corrugations 63 in layers 61b and 61d may be
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substantially reduced as compared with the length of the
corrugations 63 in layers 61a and 61c.
Sidewall assemblies 50 and 52 preferably include
respective openings 36 and respective door assemblies 180
5 slidably mounted thereon. See FIGURES lA, 5 and 12.
Each door assembly 180 has a first position blocking
respective opening 36 to form a barrier between interior
and the exterior of composite box structure 30. Each
door assembly 180 also has a second position which allows
10 access to interior of composite box structure 30 through
respective opening 36. Various types of doors may be
satisfactorily used with composite box structure 30,
including doors fabricated from steel and/or wood, or
doors fabricated from composite materials. Door closing
15 bracket 209 and door opening bracket 211 may be disposed
on the exterior of each sidewall assembly 50 and 52 to
assist with opening and closing of associated door
assemblies 180.
Door assembly 180 may be formed from materials with
20 thermal insulation characteristics corresponding with the
associated sidewall assemblies 50 and 52. See FIGURES lA
and 13. Steel door 182 may be used to form exterior
portions of door assembly 180. The length of steel door
182 corresponds approximately with the height of
25 associated opening 36. The width of steel door 182
corresponds approximately with the width of opening 36.
Liner 185 may be attached to and bonded with interior
surfaces of steel door 182. Liner 185 may be formed from
various types of insulating materials including urethane
30 foam with heat transfer characteristics similar to
insulating materials 58. Layer 187 of fiber reinforced
material with corrugations or channels 63 formed therein
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31
may also be attached to liner 185 opposite from steel
door 182.
The combined thickness of liner 185 and steel door
182 may be selected to approximately equal the thickness
of associated sidewall assemblies 50 and 52. The length
of a crank arm (not expressly shown) associated with each
door assembly 180 may be selected to allow liner 185 to
satisfactorily clear adjacent portions of door frame
assembly 190 and the associated sidewall assemblies 50
and 52 when door assemblies 180 are moved between their
first closed position to their second open position.
Steel door 182 may be obtained from various vendors such
as Youngstown Steel Door. Liner 185 may be obtained from
various manufacturers such as Martin Marietta
Corporation.
Each door assembly 180 may be mounted on respective
sidewall assemblies 50 and 52 using conventional hardware
such as operating pipes, operating mechanisms, rollers,
locking bars, gears and cams associated with conventional
railway boxcars. Such items may be obtained from several
vendors including YSD Industries, Inc. (Youngstown Steel
Door), and Pennsylvania Railcar.
Portions of door frame assembly 190, which may be
satisfactorily used with door assembly 180, are shown in
FIGURES 1A, 5 and 13. Typically, each door assembly 180
will be slidably mounted on upper track 194 and lower
track 196 which are attached adjacent to respective
openings 36. See FIGURE lA. Door frame assembly 190 may
include upper track 194, adjacent portions of top chord
64, C-shaped channel 197, plate 195 and other components
such as shown in FIGURE 13. Upper track 194 may be
attached with adjacent portions of top chord 64. Sealing
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32
material 199 may be disposed between upper track 194 and
leg 66 of top chord 64. Various welding techniques
and/or mechanical fasteners may be used as desired.
As shown in FIGURE 5, door frame assembly 190 may be
attached to the perimeter of each opening 36 formed in
respective sidewall assemblies 50 and 52. Each door
frame assembly 190 may include a pair of vertical door
post assemblies 191 and door header or door retainer 192.
Upper door track 194, lower door track 196, and a
threshold (not expressly shown) may also be installed
adjacent to each door frame assembly 190. Vertical door
post assemblies 191 may be securely attached with
adjacent portions of sidewall assemblies 50 and 52. Door
header 192 may be disposed between and attached to
vertical door post assemblies 191 at the top of each
opening 36.
Portions of each door frame assembly 190 may be
offset from the exterior of associated sidewall
assemblies 50 and 52 to receive respective door
assemblies 180. A corresponding offset (not expressly
shown) may also be formed in adjacent portions of
thresholds (not expressly shown) at respective openings
36. The resulting offsets at each opening 36 accommodate
door frame assembly 190 and particularly door post
assemblies 191 to allow the associated door assembly 180
and its operating mechanism to fit within the applicable
AAR clearance envelope.
Metal plates (not expressly shown) and/or an
elastomeric thresholds may be disposed within the lower
portion of each opening 36 adjacent to floor assembly 80.
The metal plates and/or threshold may be formed from
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33
steel alloys, aluminum alloys, ceramic materials and/or
composites of these materials.
Elastomeric gasket 181 may be attached adjacent to
the interior perimeter of each door assembly 180.
Elastomeric gasket 181 preferably contacts adjacent
portions of associated door frame assembly 190 when
respective door assembly 180 is in its first, closed
position. Elastomeric gasket 181 and portions of door
frame assembly 190 cooperate with each other to minimize
heat transfer between the interior and the exterior of
composite box structure 30, when the respective door
assembly 180 is in its first, closed position. Door
stops 266 and 268 may be mounted on the exterior of each
sidewall assembly 50 and 52 to limit movement of the
associated door assembly 180 from its first position to
its second position.
Floor assembly 80 as shown in FIGURES 3, 4A, 4B, 8,
9 and 10 may include primary floor assembly 100 and
secondary floor assembly 110. For some applications a
plurality of panels 82 may be bonded with each other to
form primary floor 100 having a generally rectangular
configuration corresponding with desired interior length
and width of composite box structure 30. The length of
each panel 82 may correspond approximately with the
desired interior width of composite box structure 30.
The width of each panel 82 may correspond with the
lateral spacing between associated cross ties 216 and
cross bearers 217 and body bolsters 224 and 226. See
FIGURE 2. U.S. Patent No. 5,716,487 entitled "Pultrusion
Apparatus" assigned to Creative Pultrusions, Inc.
describes one example of equipment and procedures which
may be used to form panels 82.
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34
For purposes of describing various features of the
present invention panels 82 may sometimes be designated
as 82a, 82b, etc. Also, most panels 82 will have
approximately the same overall dimensions of length,
width and thickness. However, some panels 82 such as
panels 82a installed adjacent to endwall assembly 120 and
panel 82b installed adjacent to endwall assembly 122 may
have modified designs and width to accommodate draining
water and other liquids from composite box structure 30.
Panels 82g and 82h disposed over body bolsters 224
and 226 may also have a modified design and width. For
example, respective panels 82 may be disposed on and
bonded with adjacent portions of each body bolster 224
and 226. The respective panels 82 may be spaced from
each other by a distance of approximately twelve inches
to fourteen inches. After other portions of primary
floor assembly 100 have been installed on railway car
underframe 200, respective layers or sheets 84g and 84h
may be disposed between adjacent panels 82 and insulating
foam injected therebetween to form insulating material 58
in respective panels 82g and 82h.
For some applications panels 82 may be bonded with
each other to form primary floor assembly 100 prior to
mounting on railway car underframe 200. Primary floor
assembly 100 may then be lowered onto railway car
underframe 200 prior to installing roof assembly 40 on
sidewall assemblies 50 and 52 and endwall assemblies 120
and 122. Roof assembly 40 may be mounted on sidewall
assemblies 50 and 52 and endwall assemblies 120 and 122
after installation of primary floor 100.
For other applications, individual panels 82 or
groups of panels 82 may be installed through openings 36
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in sidewall assemblies 50 and 52 during assembly of
primary floor 100 on railway car underframe 200 after
roof assembly 40 has been attached to sidewall assemblies
50 and 52 and endwall assemblies 120 and 122.
5 Each pultruded panel 82 may include first layer or
first sheet 84a and second layer or second sheet 84b with
insulating material 58 disposed therebetween. First
sheet 84a and second sheet 84b preferably have generally
rectangular configurations. Longitudinal edge 91 of
10 first sheet 84a and longitudinal edge 91 of second sheet
84b may be securely engaged with channel 94a.
Longitudinal edge 92 of first panel 84a and longitudinal
edge 92 of second panel 84b may also be securely engaged
with channel 94b. See FIGURES 9 and 10. Layers 84a, 84b
15 and associated channels 94 may be formed from fiber
reinforced plastic materials using pultrusion technology.
Channels 94a and 94b may have generally rectangular
cross sections defined in part by webs 95a and 95b which
are spaced from each other and extend generally parallel
20 with each other along the length of associated panels 82.
Channels 94a and 94b may also be described as "double web
beams" or "hollow beams." Each channel 94 also includes
respective flanges 96a and 96b which are spaced from each
other and extend parallel with each other along the
25 length of associated panels 82. Webs 95a, 95b and
flanges 96a, 96b cooperate with each other to form a
generally void space which may be filled with insulating
material 58. The length of each pultruded channel 94
corresponds approximately with the desired interior width
30 of composite box structure 30. The width of flanges 96a
and 96b may be approximately equal to or greater than the
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36
width of the associated cross tie 216 or cross bearer
217.
Channels 94 may be formed by various pultrusion
techniques. Pultruded channels 94 provide substantial
structural strength for primary floor 100 and transfer
weight from lading disposed on floor assembly 80 to
railway car underframe 200. Placing pultruded channels
or double web beams 94 on the cross members of railway
car underframe 200 allows the elimination of longitudinal
steel stringers associated with some prior railway cars
having composite box structures. Channels 94 increase
thermal efficiency of floor assembly 80 and allow
reduction in the empty car weight of associated railway
car 20 by eliminating multiple webs associated with prior
pultruded panels and longitudinal stringers associated
with some prior railway car underframes.
First sheet 84a, second sheet 84b and attached
channels 94 cooperate with each other to define a void
space or cavity which may be filled with insulating
material 58 having desired thermal heat transfer
characteristics. For some applications, insulating
material 58 may be the same as the insulating material
used to form sidewall assemblies 50, 52, endwall
assemblies 120, 122 and roof assembly 40. Insulating
material 58 substantially reduces heat transfer through
floor assembly 80. Various types of insulating material
such as closed cell urethane foam may be satisfactorily
used to fill void spaces associated with channels 94 and
sheets 84a and 84b. Various adhesive compounds (not
expressly shown) may be used to bond or couple sheets 84a
and 84b with associated channels 94 and adjacent
pultruded panels 82 with each other.
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37
Respective cover plates or end caps 98 may be placed
on ends 81 and ends 83 of panels 84a and 84b to close the
cavity formed between layer 84a and 84b and the cavity
formed in associated channels 94. Holes 99 may be
provided in cover plates 98 to allow injection of liquid
foam insulation into associated cavities. Cover plates
98 also prevent moisture or other contaminants from
contacting insulating material 58 and reducing associated
thermal insulating characteristics. Any moisture or
liquids which enter void spaces associated with panels 82
or channels 94 may cause an undesired increase in weight
of the associated pultruded panel 82. For some
applications cover plates 98 may be formed with a
generally rectangular configuration corresponding
generally with dimensions of respective ends 81 and ends
83. See FIGURE 10.
Various techniques and procedures may be used to
attach or couple primary floor assembly 100 with cross
members 216, 217, 224, 226 and/or side sills 250 and 252
and end sills 220 and 222. During loading and unloading
of railway car 20, portions of secondary floor 110 may be
substantially fully loaded while other portions of
secondary floor assembly 110 may be empty or in a no load
condition. To prevent tilting or undesired movement
secondary floor assembly 110 is preferably bonded with
primary floor assembly 100. For some applications
biodegradable adhesive compounds or other structural
adhesives may be used to bond or couple pultruded panels
82 with each other, to bond primary floor assembly 100
with railway car underframe 200 or to bond secondary
floor assembly 110 with primary floor assembly 100.
Also, two-part epoxy adhesives or double epoxy adhesives
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38
may be used to bond panels 82 with each other and to bond
primary floor assembly 100 with adjacent portions of
railway car underframe 200. The same two part epoxy glue
may also be satisfactorily used to bond secondary floor
assembly 110 with adjacent portions of primary floor 100.
One example of an adhesive satisfactory for use in
forming floor assembly 80 includes PLIOGRIP~ adhesive
available from Ashland Chemical.
Pultruded panels 82a and 82b may include one or more
drain openings with respective drain plug assembly 106
disposed in respective drain trough or recess 103.
Various types of commercially available drain plugs and
drain pipes may be satisfactorily used. Drain plug
assemblies 106 may be opened to allow cleaning the
interior of composite box structure 30. Copending patent
application entitled "Temperature Controlled Railway Car"
Patent Application Serial No. 11/009,128 filed December
10, 2004, contains more details concerning drain plug
assembly 106.
Placing channels 94 on associated cross members
allows reducing the thickness of associated webs 95a, 95b
and sheets 84a and 84b. Also, the thickness of foam 58
disposed between sheets or layers 84a and. 84b may be
increased. As a result the heat transfer rating of floor
assembly 80 may be increased while at the same time
reducing the overall weight of floor assembly 80 and
railway car underframe 200 as compared with railway cars
which require the use of longitudinal stringers disposed
on associated cross members.
FIGURE 8 shows a plan view of floor assembly 80 with
portions of secondary floor assembly 110 broken away to
expose adjacent portions of primary floor assembly 100.
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39
For some applications, secondary floor assembly 110 may
include a plurality of deck plates 113 installed adjacent
to respective openings 36 in sidewall assemblies 50 and
52. Deck plates 113 may be particularly useful adjacent
to openings 36 to accommodate movement of forklifts (not
expressly shown) during loading and unloading of railway
car 20. Deck plates 113 preferably include rough surface
or serrations 115 to provide traction for forklifts or
people walking thereon.
FIGURES 3, 4A, 4B, 8 and 9 show portions of
secondary floor assembly 110 disposed on primary floor
assembly 100 opposite from railway car underframe 200.
Secondary floor assembly 110 may be formed by placing a
plurality of support beams 112 and 112a on pultruded
panels 82 opposite from railway car underframe 200.
Beams 112 and 112a preferably disposed normal or
perpendicular to associated cross members of railway car
underframe 200 and extend longitudinally along the length
of floor assembly 80. Beams 112 and 112a are spaced from
each other across the width of floor assembly 80.
Support beams 112 and 112a may have configurations
or cross sections corresponding with typical I beams. A
plurality of deck plates 113 may be disposed on flanges
llla of support beams 112a. For some applications flange
111 of each support beam 112 may have rough surface or
serrations 115 to provide traction. Flange 116 of beams
112 and flange 116a of beams 112a may be adhesively
bonded or coupled with portions of first layer 84a of
adjacent pultruded panels 82.
Beams 112a may be installed adjacent to openings 36
in sidewall assemblies 50 and 52. Web 114a of beams 112a
preferably have a reduced height as compared with web 114
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of beams 112. The difference in height between webs 114
and webs 114a is selected to be approximately equal to
the thickness of deck plates 113. As a result, secondary
floor assembly 110, will provide a relatively uniform
5 transition between deck plates 113 and rough surface 115
of adjacent beams 112.
Deck plates or coverings 113 may be adhesively
bonded with flange llla of support beams 112a. Deck
plates 113 may also be mechanically attached to support
10 beams 112a using various types of mechanical fasteners
such as blind screws, rivets, and/or RUCK fasteners (not
expressly shown). For some applications support beams
112, 112a and deck plates 113 may be formed from metal
alloys such as aluminum alloys or other materials
15 typically associated with forming conventional floors in
a railway car. As shown in FIGURE 9, a plurality of
openings 117 may be formed in support beams 112 and 112a.
Openings 117 allow airflow or air circulation between
primary floor 100 and secondary floor 110.
20 Floor assembly 80 is preferably formed with
pultruded panels 82 extending generally perpendicular or
normal to center sill 214. Support beams 112 and 112a
are preferably disposed on pultruded panels 82 spaced
from each other and extending generally perpendicular or
25 normal to pultruded panels 82. For some embodiments
secondary floor 110 may be formed using conventional,
metal I beams and conventional deck plating or floor
coverings. The alternating configuration of primary
floor assembly 100 and secondary floor assembly 110
30 provides a generally strong, rigid structure with
opportunities for cost savings and weight reduction from
increased use of composite and thermoplastic materials.
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For some applications, one or more expansion joints
118 such as shown in FIGURE 9 may be formed in primary
floor assembly 100. Expansion joints 118 may
substantially reduce or eliminate any problems associated
with variations in the thermal expansion characteristics
of railway car underframe 200, primary floor assembly 100
and secondary floor assembly 110. To compensate for any
variations in thermal expansion, slot 119 may be formed
in flange 96a of one or more channels 94.
Thermal expansion may be of particular concern since
railway car underframe 200 will often be formed from
steel alloys, primary floor assembly 100 from fiber
reinforced materials and secondary floor assembly 110
from aluminum alloys which each have substantially
different thermal expansion coefficients. For some
applications, such as a railway car having a nominal
length of sixty-four (64) feet, two expansion joints 118
may be formed in primary floor assembly 110. For railway
cars having a greater length more expansion joints 118
may be provided.
For embodiments such as shown in FIGURES 9 channels
94c preferably include respective expansion joint 118.
For some applications channels 94c and associated
expansion joints 118 may be located at the transition
between beams 112a and beams 112 of secondary floor
assembly 110. The end of adjacent beams 112a and 112 are
preferably disposed adjacent to slot 119 but do not
overlap slot 119. As result of including two expansion
joints 118 and a gap between beams 112a and 112, floor
assembly 80 may be divided into three components or
segments which can expand or contract with respect to
each other.
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The pultruded materials used to form channels or
beams 94c preferably have satisfactory strength to allow
flexing of associated webs 95a and 95b during variations
in temperature. Flexible caulking material may be
disposed in slot 119. Expansion joints 118 may also be
particularly important when railway car 20 is
manufactured at one temperature and used at a different
temperature such as minus twenty degrees Fahrenheit or
when railway car 20 is unloaded condition at ambient
temperature which can often exceed one hundred fifty
degrees Fahrenheit.
Roof assembly 40 may be formed with a generally
elongated, rectangular configuration. The length and
width of roof assembly 40 corresponds generally with the
desired length and width of composite box structure 30.
Roof assembly 40 includes first longitudinal edge 41 and
second longitudinal edge 42 spaced from each other and
extending generally parallel with each other from first
lateral edge 43 to second lateral edge 44. Longitudinal
edges 41 and 42 are preferably mounted on and attached
with adjacent portions of respective sidewall assemblies
50 and 52. Lateral edges 43 and 44 are preferably
mounted on and attached with respective endwall
assemblies 120 and 122. Various types of metal alloys,
composite materials and insulating materials may be
satisfactorily used to form roof assembly 40.
Roof assembly 40 may have a generally arcuate
configuration extending from first longitudinal edge 41
to second longitudinal edge 42. See FIGURES 1B, 3, 12,
13 and 14. Longitudinal edges 41 and 42 of roof assembly
may be disposed on leg 68 of respective top chords 64.
For some applications welds (not expressly shown) may be
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used to securely engage longitudinal edges 41 and 42 of
roof assembly 40 with adjacent portions of respective top
chords 64.
Each endwall assembly 120 and 122 preferably
includes a respective top chord or top plate (not
expressly shown) attached with upper portions of adjacent
metal sheets 54. Roof assembly 40 may be attached to
and/or bonded with respective top chords 64 of sidewall
assemblies 50, 52 and top chords or top plates of endwall
assemblies 120 and 122. As shown in FIGURES 12 and 13,
insulating foam may be disposed within joints formed
between roof assembly 40 and adjacent portions of
sidewall assemblies 50 and 52. An end closure having a
generally arcuate shape may also be disposed between
respective top plates (not expressly shown) of endwall
assemblies 120 and 122 and adjacent portions of roof
assembly 40. Trim molding 370 may be bonded with
adjacent portions of roof assembly 40 and sidewall
assemblies 50 and 52 and adjacent portions of roof
assembly 40 and endwall assemblies 120 and 122.
For some applications, roof assembly 40 may be
formed with a plurality of carline assemblies 330. See
FIGURES lA, 1B, 3, 5, 11, 12, 13, 14, 15 and 17. Carline
assemblies 330 may be generally described as supporting
members of roof assembly 40 which extend laterally
between respective top chords 64 of sidewall assemblies
50 and 52. Carline assemblies 330 also provide lateral
support for sidewall assemblies 50 and 52. The length of
each carline assembly 330 may be approximately the same
as the width of composite box structure 30.
Each carline assembly 330 preferably includes
channel or open beam 332 and support assembly 352. Each
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channel 332 preferably includes respective flanges 334
and 336 extending therefrom. Channel 332 may be formed
from various types of metal alloys such as aluminum
alloys or steel alloys satisfactory for use in
manufacturing a railway car. Various metal roll forming
techniques may be used to fabricate channels 332. For
some applications support assemblies 352 may be
manufactured from various types of fiber reinforced
materials using pultrusion techniques similar to layers
or sheets 84a and 84b of pultruded panels 82 of floor
assembly 80. However, support assemblies 352 may be
formed from a wide variety of materials using a wide
variety of fabrication techniques.
Corrugated metal sheets 46 having generally
rectangular configurations may be satisfactorily used to
form the exterior portions of roof assembly 40. See
FIGURES 12, 13 and 14. Metal sheets 46 may have a length
corresponding approximately with the width of composite
box structure 30. The width of each metal sheet 46 may
approximately equal the desired distance between adjacent
carline assemblies 330. For some applications the
longitudinal edges of each sheet 46 may be welded or
otherwise securely attached with respective flanges 334
and 336 of adjacent carline assemblies 330. The
corrugations associated with sheets 46 may be
approximately one-sixteenth of an inch (1/ls"). See
FIGURE 15. Sheets 46 may be formed from the same
materials as channels 332.
Channels 332 may have various configurations and
cross sections. For some applications channels 332 may
have a cross section corresponding generally with an open
trapezoid compatible with roll forming. Respective web
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338 may be attached to and extend from interior portions
of each channel 332. Each web 338 may be formed from the
same materials as used to form channel 332. For some
applications channels 332, webs 338 and sheets 46 may be
5 formed from steel or aluminum alloys.
Support assembly 352 may include coupling 354 formed
from fiber reinforced materials. Web 338 and coupling
354 may have generally arcuate configurations
corresponding approximately with the radius of curvature
10 of roof assembly 40. See FIGURE 15. Each coupling 354
may be attached to associated web 338 using various types
of mechanical fasteners such as bolts and nuts 340. See
FIGURES 14 and 15.
Support assembly 352 may also include generally "T"
15 shaped support 356. T-shaped support 356 preferably
includes rib 358 and flange 360. For some embodiments
rib 358 of "T" shaped support 356 may be directly
attached to web 338. For other embodiments rib 358 of
"T" shaped support 356 may be mechanically attached with
20 coupling 354 opposite from each channel 332. Various
types of mechanical fasteners and/or bonding techniques
may be satisfactorily used to attach T-shaped support 356
with associated coupling 354 and to attach coupling 354
with associated web 338. Coupling 354 may be
25 particularly useful when pultrusion techniques limit the
height of rib 358.
Sheets of fiber reinforced material may be attached
with flanges 360 to form layer 45 of roof assembly 40.
Insulating material 58 may be bonded with interior
30 portions of channel 332, interior portions of sheets 46
and interior surface 47 of layer 45. Layer 45 provides
an interior surface for roof assembly 40.
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FIGURES 14 and 15 are schematic drawings of roof
assembly 40 prior to attachment of plenum assembly 310.
For some applications, reinforcing strips 350 may be
attached with respective flanges 360 of "T" shaped
support 356. Reinforcing strips 350 provide support for
attachment of plenum assembly 310. For some applications
reinforcing strips 350 may be arranged in three rows
spaced laterally from each other and extending
approximately the full interior length of roof assembly
40. See FIGURE 3. Reinforcing strips 350 may be formed
from metal alloys with a width of approximately four
inches and thickness of approximately one fourth of an
inch. Various types of mechanical fasteners such as
self-drilling or self-tapping screws may be used to
attach plenum assembly 310 with reinforcing strips 350.
FIGURE 16 shows a portion of plenum assembly 310
which may be attached with interior portions of roof
assembly 40. Various components of plenum assembly 310
may be purchased from Thermo King Corporation in
Minneapolis, MN. Examples of plenum assemblies are
described in more detail in U.S. Patent 6,508,076
entitled "Duct System For Temperature Controlled Cargo
Containers."
Plenum assembly 310 may include a plurality of
plenum panels 318 having generally rectangular
configurations. Plenum panels 318 may be formed from a
variety of FRP materials and/or other lightweight
materials. For some applications, plenum panels 318 may
be formed from BuliteX materials similar to materials
used to form layers 45, 61 and 128.
Plenum panels 318 preferably have respective
openings 324 formed therein and extending therethrough.
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Openings 324 control airflow from plenum assembly 310 to
the interior of camposite box structure 30. The number
of openings 324 and the pattern of openings 324 formed in
each plenum panel 318 may be varied depending upon
desired airflow characteristics and/or the type of lading
which will be carried within railway car 20.
Chute assembly 312, attached to first end 311 of
plenum assembly 310, provides an airflow path from
temperature control unit 142 to plenum assembly 310.
Chute assembly 312 preferably includes one or more
supports 314 which may be disposed on and attached to
interior bulkhead 280 adjacent to temperature control
unit 142. Transition panel 316 may be attached with
support 314 extending at an angle from adjacent portions
of interior bulkhead 280 to plenum assembly 310. First
side panel 321 and second side panel 322 may be attached
to respective edges of transition panel 316 to further
direct airflow from temperature control unit 142 to
plenum assembly 310. Support 314, transition panel 316
and side panels 321 and 322 may be formed from aluminum
or other satisfactory lightweight materials. Chute
assembly 312 may be described as an outlet chute with
respect to temperature control unit 142 or as an inlet
chute with respect to plenum assembly 310.
The second end of plenum assembly 310 may be coupled
with airflow paths formed between interior bulkhead 380
and end wall assembly 122. As a result, airflow may be
provided from the second end of plenum assembly 310 into
spaces formed between primary floor assembly 100 and
secondary floor assembly 110.
Longitudinal connectors 342 and 344 are preferably
disposed along opposite sides of plenum assembly 310
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extending from first end 311 to a second end (not
expressly shown) adjacent end wall assembly 122.
Connectors 342 and 344 may be attached to or bonded with
respective reinforcing strips 350 and adjacent portions
of roof assembly 40. See FIGURES 3 and 15. A plurality
of openings 346 may be formed in each longitudinal
connector 342 and 344 to allow limited airflow from
plenum assembly 310 outwardly towards adjacent side wall
assemblies 50 and 52. The number, size and location of
openings 346 may be varied to provide desired airflow
from plenum assembly 310 to flow paths 63 formed by
corrugations associated with respective sidewall
assemblies 50 and 52.
For some applications each plenum panel 318 may
include respective spacer or hanger 390 disposed
approximately midway between associated connectors 342
and 344. Hangers 390 may include opening or holes 392
for use in attaching hangers 392 with reinforcing strip
350 extending generally along the longitudinal centerline
of roof assembly 40. See FIGURE 3.
FIGURE 18 shows one example of a foam press
satisfactory for use in forming a sidewall assembly or an
endwall assembly in accordance with teachings of the
present invention. As shown in FIGURE 13, foam press 698
may be tilted at an angle of approximately ten (10)
degrees. For other applications the angle may be varied
between eight (8) degrees and twelve (12) degrees. A
foam press satisfactory for use in forming endwall
assemblies and sidewall assemblies in accordance with
teachings of the present invention may be obtained from
CON-TEK, Inc. located at 3575 Hoffman Road East, St.
Paul, Minnesota.
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For some applications sidewall assemblies 50 and 52
and endwall assemblies 120 and 122 may be disposed at an
angle between approximately eight (8) degrees and twelve
(12) degrees in a foam press to allow the desired
formation of insulating material 58 and associated
adhesive bonds. For some applications sidewall
assemblies 50 and 52 and endwall assemblies 120 and 122
may be disposed at an angle of approximately ten (10)
degrees during injection of liquid insulating foam and
the formation of solid foam insulation 58. The angle may
be varied depending upon the configuration of the
respective sidewall assembly or endwall assembly and the
type of insulating foam.
One example of a manufacturing facility satisfactory
in use in forming a temperature controlled railway car
and/or an insulated boxcar in accordance with teachings
of the present invention is shown in FIGURE 19.
Manufacturing facility 700 may include main building 702
and various support facilities such as storage facility
704, floor material storage facility 706, sand blasting
and paint shop 708, and safety appliance shop 709.
Various components associated with manufacture and/or
assembly of a railway car underframe, sidewall
assemblies, endwall assemblies and/or door assemblies may
be available at storage facility 204 based on the type of
railway car currently being produced at manufacturing
facility 700.
For embodiments of the present invention as shown in
FIGURE 19, main building 702 may include assembly line
710 associated with forming railway car underframes,
assembly line 720 associated with forming portions of a
sidewall assembly, assembly line 730 associated with
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forming portions of an endwall assembly, assembly line
740 associated with completing manufacture of sidewall
assemblies and endwall assemblies and assembly line 750
for mounting sidewall assemblies, endwall assemblies, a
5 floor assembly and a roof assembly on an associated
railway car underframe. Each assembly line 710, 720,
730, 740, and 750 may include multiple work stations.
For some applications components required for manufacture
and assembly of railway car underframe 200 may be stored
10 within component storage facility 704 and taken to
various work stations on assembly lines 710, 720, 730,
740 and 750 as needed.
One or more of the assembly lines shown within
building 702 may be located at a remote facility. For
15 example, endwall assemblies 120 and 122 formed in
accordance with teachings of the present invention may be
manufactured at a remote facility (not expressly shown)
and shipped to another facility which includes assembly
line 750 for mounting the endwall assemblies on a railway
20 car underframe. All or portions of a railway car
underframe may also be manufactured at a remote facility,
(not expressly shown) and shipped to another facility
which includes assembly line 750 for mounting various
components of a composite box structure thereon. Sand
25 blasting and paint shop 708 and/or safety appliance shop
709 may be remotely located from each other and/or main
building 702.
Assembly line 710 may include work stations 711-715.
Components may be moved from storage facility 704 to
30 first station 711 to assemble center sill 214. At second
station 712, additional components such as body bolsters
224 and 226 may be attached with center sill 214.
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At third station 713, center sill 214 may be
prepared for later attachment of associated draft gears,
cushioning units and railway car couplers. At third
station 713, additional components such as cross bearers
217, cross ties 216 and end sill assemblies 220 and 222,
may also be attached with center sill 214. At fourth
station 714, additional components (not expressly shown)
may also be attached to railway car underframe 200.
At fifth station 715, railway trucks may be attached
with each railway car underframe. The railway car
underframe may then be directed to sand blasting and
paint shop 708. For some applications temporary railway
trucks may be used to move each railway car underframe to
sand blasting and paint shop 708. After sand blasting
and/or painting of each railway car underframe 200 has
been completed, railway trucks 202 and 204 may be
attached thereto. The resulting railway car underframe
200 may then be directed to assembly line 750 for
assembly of composite box structure 30 thereon.
Railway car underframe 200 may also be manufactured
and assembled at a remote facility and shipped to
manufacturing facility 700. Railway car underframe 200
may be substantially ready for attachment with railway
trucks 202 and 204 when received at manufacturing
facility 700. For some applications railway car
underframe 200 may be initially sent to sand blasting and
paint shop 708 followed by mounting on railway car trucks
202 and 204. From sand blasting and paint shop 708
railway car underframe 200 disposed on railway trucks 202
and 204 may be moved to assembly line 750. Side sill
assemblies 250 and 252 may be removed from railcar
underframe 200 at station 751 and taken to assembly line
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730 for use in manufacture of respective sidewall
assemblies 50 and 52. When railway car underframe 200 is
initially manufactured and assembled at manufacturing
facility 700, side sill assemblies 250 and 252 may be
taken to assembly line 730 as appropriate.
Various components may be taken from storage
facility 704 and moved to assembly line 730 for use in
manufacturing sidewall assemblies 50 and 52. At first
station 731 side sill assembly 250 or 252 and associated
top plate or top chord 64 may be prepared. At second
station 732 respective support posts 56 may be attached
with top chord 64 and associated side sill assembly 250
or 252 to form a sidewall frame assembly Cnot expressly
shown). Door frame assembly 190 may also be installed as
part of the sidewall frame assembly at. second station
732.
At third station 733, a plurality of metal sheets 54
may be welded with exterior portions of top chord 64,
support posts 56 and associated side sill assembly 250 or
252. Exterior welds may generally be formed at third
station 733 between each sidewall frame assembly and
associated metal sheets 54. At fourth station 734,
interior welds may be formed between each sidewall frame
assembly and associated metal sheets 54. Each sidewall
frame assembly and attached metal sheets 54 may then be
moved to first station 741 of assembly line 740.
Various components may be taken from storage
facility 704 and moved to assembly line 720 for use in
manufacturing endwall assemblies 120 and 122. At first
station 721 top plates (not expressly shown), end beams
126, bottom plates 124 and end plates (not expressly
shown) may be prepared for use in forming endwall
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53
assemblies in accordance with teachings of the present
invention. At second station 722, each endwall frame
assembly (not expressly shown) associated with endwall
assemblies 120 may be formed from respective end beams
126, top plate, end plates and bottom plate 124. At
second station 722 portions of opening 127 may be formed
in the endwall frame assembly for later installing
temperature control unit 142.
At third station 723 each endwall frame assembly
associated with endwall assemblies 122 may be formed from
respective end beams 126, top plate, end plates and
bottom plate 124. At fourth station 724 metal sheets 54
may be placed on the exterior of each endwall frame
assembly and welded with adjacent portions thereof. At
fourth station 724 exterior welds may be formed between
associated metal sheets and each endwall frame assembly.
At fifth station 725 interior welds may be formed between
each endwall frame assembly and associated metal sheets.
Each endwall frame assembly with attached metal sheets 54
may then be moved to first station 741 of assembly line
740.
Sidewall assemblies 50 and 52 and endwall assemblies
120 and 122 may be directed from respective assembly
lines 730 and 720 to assembly line 740. At first station
741, each sidewall assembly and endwall assembly may be
washed and cleaned in preparation for injecting liquid
insulating foam. Various phosphate coating or other
coating techniques may be used at station 741. Sidewall
assemblies may be dried at station 742. Endwall
assemblies may be dried at station 742a.
Isolators 60 and portions of associated scuff plate
support assemblies 230 and 240 may be bonded with
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54
associated support posts 56 and layers 61 of fiber
reinforced material may be disposed thereon on each
sidewall assembly 50 and 52 at third station 743.
Isolators 60 may be disposed on respective first surface
125 of end beams 126 of endwall assemblies 120 and 122 at
third station 743. Layers 128 of fiber reinforced
material may be disposed on isolators 60. Sidewall
assemblies 50 and 52 may then be preheated at fourth
stations 744. Endwall assemblies 120 and 122 may also be
preheated at fourth station 744.
At least one foam press, such as foam press 698
shown in FIGURE 18, may be provided at fifth station 745.
Liquid insulating foam may be injected into respective
void spaces in sidewall assemblies 50 and 52 and endwall
assemblies 120 and 122. Foam press 698 provides required
temperature control to form foam insulation 58 with bonds
between interior surface of side sheets 54, adjacent
portions of support post 56 or end beams 126, and
interior portions of layers 61 or 128. Slats (not
expressly shown) may be placed in corrugations 63 to
protect corrugations 63 during foaming and pressing
associated with forming insulating material 58.
At fifth station 745, sidewall assemblies 50 and 52
and endwall assemblies 120 and 122 are allowed to cool to
complete the foam insulation process. At sixth station
746, final preparation of sidewall assemblies 50 and 52
and endwall assemblies 120 and 122 for mounting on
associated railway car underfoam 200 may be completed.
Sidewall assemblies 50 and 52 and endwall assemblies
120 and 122 may then be directed to assembly line 750.
At first station 751, sidewall assemblies 50 and 52 may
be attached with railway car underframe 200. At second
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station 752, primary floor 100 may be mounted on and
attached with selected portions of railway car underframe
200. At second station 752 any additional weld-out which
may be required with respect to sidewall assemblies 50
5 and 52, endwall assemblies 120 and 122 and railway car
underframe 200 may be completed. At third station 753
primary floor 100 may be mounted on and attached with
selected portions of railway car underframe 200.
One or more roof assemblies 40 may be stored at work
10 station 780. At work station 780 each roof assembly 40
may be prepared for mounting on a composite box structure
in accordance with teachings of the present invention.
At fourth station 745 roof assembly 40 may be attached
with sidewall assemblies 50 and 52 and endwall assemblies
15 120 and 122 opposite from primary floor 100.
At work station 781 door assemblies 180 may be
prepared by attaching operating pipes, locking bars,
gears, rollers and other hardware associated with
slidably mounting door assemblies on railway cars. Door
20 assemblies 180 may be mounted on tracks 194 and 196
associated with each opening 36 at fifth station 755. At
stations 753, 754 and/or 755 various flexible connections
and/or corner joints may be foamed with insulation and
trim molding applied thereto.
25 From fifth station 755, the resulting railway car
may be directed to safety appliance shop 709 for
attachment of brakes and other equipment and sand
blasting and paint shop 708 to complete manufacture and
assembly of railway car 20.
30 FIGURES 20-23 are block diagrams which show various
steps associated with forming a temperature controlled
railway car or an insulated boxcar in accordance with
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teachings of the present invention. The sequence of
steps shown in FIGURE 20 - method 500, FIGURE 21 - method
560, FIGURE 22 - method 570, or FIGURE 23 - method 590
may be varied as desired for a specific manufacturing
facility or railway car design.
For some applications, all of the steps associated
with method 500 may be carried out at the same
manufacturing facility. For other applications, one or
more of the steps associated with method 500 may be
carried out at one or more remotely located facilities.
One of the benefits of the present invention includes
optimizing the manufacture and assembly of components
associated with a composite box structure.
In FIGURE 20 method 500 for forming a temperature
controlled railway car such as previously described
railway car 20 starts with the assembly of railway car
underframe 200 at step 520. Other steps associated with
assembling railway car underframe 200 will be discussed
with respect to method 560 of FIGURE 21.
Sidewall assemblies 50 and 52 may be prepared at
step 570. Additional steps associated with preparation
of sidewall assemblies 50 and 52 are shown in FIGURE 22.
At step 522 sidewall assemblies 50 and 52 may be attached
with opposite sides of railway car underframe 200.
Endwall assemblies 120 and 122 may be prepared at
step 605. Additional steps associated with manufacturer
and assembly of endwall assemblies 120 and 122 are shown
in FIGURE 23. At steps 524 endwall assemblies 120 and
122 may be attached to opposite ends of railway car
underframe 200. Any remaining weld out required for
railway car underframe 200 and/or attachment of sidewall
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57
assemblies 50 and 52 with endwall assemblies 120 and 122
may be completed at step 526.
Various components associated with primary floor
assembly 100 may be prepared at step 520. At step 528,
components associated with primary floor 100 may be
applied to and bonded with portions of railway car
underframe 200.
Roof assembly 40 may be prepared at step 610. At
step 530 roof assembly 40 may be attached with sidewall
assemblies 50 and 52 and endwall assemblies 120 and 122
opposite from primary floor assembly 100 and railway car
underframe 200. For some applications roof assembly 40
may be attached with sidewall assemblies 50 and 52 and
endwall assemblies 120 and 122 prior to attaching primary
floor assembly 100 with railway car underframe 200.
At step 532 interior portions of composite box
structure 30 may be completed. Flexible joints and
corner joints formed between adjacent portions of
sidewall assemblies 50, 52, endwall assemblies 120, 122,
roof assembly 40 and floor assembly 80 may be filled with
insulating foam and covered with trim molding at step
532. For some applications blocks of urethane foam or
other suitable insulating materials may be installed in
the joints. Insulating foam may then be injected into
the joints to complete filling each joint with insulating
material. For other applications one or more joints may
be filled with only insulating foam to provide desired
insulating material. Insulating foam such as liquid foam
or froth foam may be obtained from several vendors
including Foam Supply Industries (FSI) and Carpenter Foam
Co.
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For some applications, as shown in FIGURE 3, one or
more rows of sealant 248 may be disposed between the
edges of primary floor assembly 100 and adjacent portions
of sidewall assemblies 50 and 52. Respective trim
molding 370 may then be attached on and bonded with
adjacent portions of sidewall assemblies 50 and 52 and
primary floor assembly 100. Similar trim molding 370 may
be attached with adjacent portions of roof assembly 40
and endwall assemblies 120 and 122.
At step 612 door assemblies 180 may be prepared.
Respective door assemblies 180 may then be slidably
mounted on tracks 194 and 196 adjacent to opening 36 in
each sidewall assembly 50 and 52 at step 534. After door
assemblies 180 have been attached, associated railway car
20 may be moved to safety appliance shop 709.
At step 536 safety equipment may be attached with
railway car underframe 200 and/or composite box structure
30. Examples of such safety equipment include hand
brakes, ladders, etc. At step 538, interior bulkheads
280 and 380 may be attached with respective endwall
assemblies 120 and 122. After bulkheads 280 and 380 have
been attached, the associated railway car 200 may be
moved to sand blasting and paint shop 708.
At step 540, the exterior of composite box structure
30 may be painted. Upon completion of painting, railway
car 20 may be moved to safety appliance shop 780 for the
attachment of refrigeration unit 142 and scuff plates 241
and 242 at step 524.
Secondary floor assembly 110 may be installed on
primary floor assembly 100 at step 546. Final inspection
of temperature controlled railway car 120 and correction
of any further assembly procedures may also be completed
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at step 546. Railway car 20 may then be delivered to a
customer at step 548.
Assembly of railway car underframe 200 may include
various steps. Method 560 as shown in FIGURE 21 is only
one example. Center sill 214 may be assembled at step
562. Respective body bolsters may be attached with
center sill 214 at step 564. At step 566 a plurality of
cross bearers 217 and cross ties 216 may be attached on
both sides of center sill 214. End sills 216 and 222 may
be attached to opposite ends of center sill 214.
Supports for end platform 260 may also be mounted on
railway car underframe 200. At step 568 side sill
assemblies 250 and 252 may be attached to respective
cross members. At step 569 assembly of other components
such as brake supports associated with railway car
underframe 200 may be completed. Railway car underframe
200 (without railway car trucks 202 and 204) may be
shipped to another facility to another manufacturing
facility associated with assembly of railway car 20.
For purposes of describing various features of the
present invention, sidewall assemblies 50 and 52 will be
described with respect to forming an associated sidewall
frame assembly. Each sidewall frame assembly may include
a plurality of support posts 56, respective side sill
assemblies 250, 252 and respective top chords 64. Each
sidewall frame assembly also includes portions of
associated door frame assembly 190. Examples of sidewall
frame assemblies are shown in U.S. Patent Application
Serial Number 10/0713,513 filed February 8, 2002 entitled
Manufacturing Facility and Method of Assembling
Temperature Controlled Railcar, now U.S. Patent
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After assembly of each sidewall frame assembly along
with associated isolators 60a, 60b and 60c and layers 61
of fiber reinforced plastic, a plurality of injection
blocks (not expressly shown) may be disposed between
5 portions of each top chord 64 and adjacent portions of
support posts 56. A plurality of openings may be formed
within each injection block to allow injecting liquid
insulating foam into the associated void spaces defined
in part by interior surface 55 of metal sheet 54,
10 adjacent portions of support posts 56 and the interior
surface of first layers 61.
The injection blocks may be formed from
substantially the same material as the liquid insulating
foam which will be injected into sidewall assemblies 50
15 and 52. After the liquid insulating foam is solidified,
the injection blocks form an integral component of the
associated foam insulation 58. Injection blocks or foam
dams may be attained from various suppliers such as R.Max
located in Dallas, Texas. Liquid insulating foam,
20 sometime referred to as pour foam, may be obtained from
various vendors including Carpenter Foam Co. and Foam
Supply, Inc. (FSI).
As shown in FIGURE 22, fabricating a sidewall
assembly may include various steps such as preparing
25 support posts or side stakes at step 571, preparing a
door frame assembly at step 572, removing a side sill
assembly from a railway car underframe at step 573 and
preparing a top plate at step 574. A sidewall frame
assembly may be prepared at step 575 by attaching support
30 posts 56 with top plate 64 and side sill assembly 250 as
previously described. Associated door frame assembly 190
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may also be attached with top chord 64 and side sill
assembly 250 at the desired location for opening 36.
At step 576, a plurality of metal sheets or side
sheets 54 may be placed on the exterior of the sidewall
frame assembly. At step 577 metal sheets 54 may be
welded with the adjacent portions of the sidewall frame
assembly. At step 578 the sidewall frame assembly may be
cleaned. At step 579 isolators and scuff plate supports
may be placed on interior surfaces 57 of support posts
56. Layers 61 of fiber reinforced material may also be
placed on isolators 60 at step 580. At step 581 slats
may be placed in corrugations 63. At step 582 the
sidewall assembly may be preheated. At step 583 the
sidewall assembly may be placed in a foam press such as
shown in FIGURE 18. At step 584 liquid insulating foam
may be injected into void spaces formed between metal
sheets 54, adjacent portions of support posts 56 and the
interior surface of the layers 61. At step 585 sidewall
assemblies 50 and 52 may be prepared for attachment to
railway car underframe 200.
For purposes of describing various features of the
present invention, endwall assemblies 120 and 122 may be
described with respect to forming an associated endwall
frame assembly. Each endwall frame assembly may include
a respective top plate or top chord (not expressly
shown), bottom plate 124 and edge plates (not expressly
shown) attached thereto and extending therebetween. The
top plate, bottom plate 124 and edge plates form a
generally rectangular pattern corresponding with
associated endwall assembly 120 and 122. Examples of
endwall frame assemblies are shown in U.S. Patent
Application Serial Number 10/0713,513 filed February 8,
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2002 entitled Manufacturing Facility and Method of
Assembling Temperature Controlled Railcar.
For some applications a plurality of openings (not
expressly shown) may be formed in one or more edge
plates. The openings may be used to inject liquid
insulating foam into respective void spaces when each
endwall frame assembly with isolators 60 and layer 128
have been placed into a foam press. The number and size
of the openings formed in the edge plates will depend
upon the configuration and size of associated void spaces
formed adjacent to end beams 126.
As shown in FIGURE 23, fabrication of an endwall
assembly may include various steps such as preparing end
beams 126 at step 591. A top plate may be prepared at
step 592. End plates may be prepared at step 593.
Bottom plate 124 may be prepared at step 594. At step
595 end beams 126 may be attached with a first edge plate
and a second edge plate to form a generally rectangular
configuration. The top plate may be attached adjacent to
one end of each edge plate. Bottom plate 124 may be
attached with opposite ends of the edge plates to form an
endwall frame assembly.
For each endwall assembly 120, step 604 may also be
carried out, which includes forming a frame for opening
127 to accommodate an associated temperature control
unit. At step 596 metal sheets 54 may be attached with
the exterior of the endwall frame assembly. At step 597
metal sheets 54 may be welded with the interior of the
end frame assembly. At step 598 the end frame assembly
and attached metal sheets may be cleaned and phosphated.
At step 599 isolators 60 may be attached with the
interior surface of end beams 126. Layers 128 of fiber
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reinforced material may also be placed on isolators 60.
At step 600 the endwall assembly is preheated. At step
601 the endwall assembly may be placed in a foam press.
Liquid insulating foam may be injected through openings
(not expressly shown) in the edge plates at step 602.
The foam press preferably provides sufficient heat to
form solid foam insulation from the liquid insulating
foam. At step 603 the endwall assembly may be removed
from the foam press, cooled and prepared for attachment
with the associated railway car underframe.
Although the present invention and its advantages
have been described in detail, it should be understood
that various changes, substitutions and alternations can
be made herein without departing from the spirit and
scope of the invention as defined by the following
claims.
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