Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
CA 02592536 2007-07-10
GATE ASSEMBLY FOR A RAILROAD HOPPER CAR
Field of the Invention
The present invention generally relates to railroad hopper cars which
transport and
releasably hold food grade materials therein and, more particularly, to a gate
assembly for a
railroad hopper car which allows such food grade materials to be discharged
from the hopper car
either pneumatically or gravitationally.
Background of the Invention
Railroad hopper cars typically include an underframe for supporting a walled
enclosure in
which bulk materials are held and transported. As is conventional, the
underframe of the railroad
car is supported toward opposite ends by well known wheeled trucks which ride
on tracks or
rails. A bottom of the walled enclosure is usually provided with two or more
individual openings
for allowing bulk materials to be discharged from the walled enclosure. The
walled enclosure of
the railroad car furthermore typically includes sloped or slanted walls or
sheets angularly
extending upwardly from a periphery of each opening to promote gravitational
movement of the
bulk material toward the opening.
In the prior art, combination gravity and pneumatic gate structures have been
provided
which permit the discharge of material from the walled enclosure of a hopper
car either by gravity
or pressure differential such as vacuum. Such a gate structure typically
includes a frame arranged
in registry with an opening on the hopper car and a gate which is positioned
beneath the opening
on the hopper car for movement along a predetermined path of travel. The gate
is typically
mounted for sliding movement on the frame between open and closed positions.
Most gate
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assemblies include a gate drive mechanism typically in the form of an
operating shaft assembly
extending laterally across one end of the gate assembly for operationally
moving the gate between
open and closed positions. In most gate designs, the operating shaft assembly
combines with a
rack and pinion assembly to move the gate depending upon the rotational
direction of the
operating shaft assembly. In some gate designs, such rack and pinion assembly
includes a pair of
elongated stationary racks projecting in parallel relation relative to each
other away from the
frame and which intermesh with pinions mounted on the operating shaft
assembly. The pinions on
the operating shaft assembly are operably connected to and move with the gate.
When in an open
position, the gate allows the commodity to gravitational pass and be
discharged from the hopper
car.
At the railroad car unloading station, a powered driver is moved into driving
engagement
with one end of and turns the operating shaft assembly. As such, the pinions
move along the
stationary racks, thus, moving the gate therewith. As is conventional, the
drivers which impart
rotational movements to the operating shaft assembly are mounted on wheels and
are readily
movable in a direction extending generally parallel to a longitudinal axis of
and are movable
toward and away from the operating shaft assembly, as required. Such drivers,
however, are
typically not designed or configured to move sideways along with the gate.
Accordingly, as the
operating shaft assembly is rotated, the driver is forcibly pulled along in a
direction opposed to its
natural direction in which the driver moves thereby adding to the forces which
must be overcome
in moving the gate along its predetermined path of travel.
In the event pneumatic discharge of material is desired, a pan element is
positioned
underneath the discharge opening and below the gravity gate. Typically, the
pan is provided with
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an open ended outlet tube for discharging the material from the hopper car.
The pan is typically
fastened to the walled enclosure of the hopper car as with a plurality of
fasteners. As will be
appreciated, however, valuable time is consumed and lost by having to affix
and remove the pan
from the hopper car depending upon whether a gravitational discharge mode or a
pneumatic mode
of discharge is to be used to unload the hopper car. Mounting the pan element
beneath or under
the gate also reduces the clearance between the bottom of the gate assembly
and the railbed over
which the car travels between locations. As will be appreciated by those
skilled in the art, the
degree of clearance between the underside of the gate assembly and the railbed
is a serious
concern when designing discharge gate assemblies for hopper cars coupled with
customer
pressures to increase the volumetric payload for the railroad car.
Mounting and arranging the pan element above the sliding gate of the gate
assembly has
not proven feasible for several reasons. Mounting and arranging the pan
element above the
sliding gate of the gate assembly has been found to obstruct the flow of
material from the walled
enclosure in a gravitational mode of material discharge. Mounting the pan
element above the gate
also presents a problem involving keeping exhaust tubes extending from the pan
element clean
during loading of the commodity into the hopper car. Furthermore, the moisture
in the
commodity, tends to cause mold, mildew and other contaminants to be present
within outlet tubes
leading from the pan element.
The open ed of the outlet tube presents still further problems involving
railroad hopper car
gate assemblies. As will be appreciated, and during transport of the railcar
between locations, the
outlet tube presents a conduit for directing debris to an interior of the pan
assembly. Various
devices have been proposed for closing the free open end of such outlet tubes.
Such devices,
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however, often become separated from the outlet tube and are lost. Moreover,
the capability of
such devices to adequately seal the free open end of the outlet tube is
limited. The mechanisms
used to secure such known devices to the free end of the outlet tube
furthermore adds to
problems involving timely opening of the discharge tube when pneumatic
unloading is the desired
means for unloading the railroad hopper car.
Movably mounting a pan element on the frame of the gate assembly beneath the
gate
introduces significant design problems. First, mounting a pan element for
movement beneath the
gate requires a second drive mechanism which, most likely, will include
another or second
operating shaft assembly along with a rack and pinion assembly. As will be
appreciated, providing
a second drive mechanism for moving the pan element relative to the frame
structure of the gate
assembly seriously complicates the gate design in several respects. First, the
provision of two
independently operable drive mechanisms complicates the process for emptying
the lading from
the hopper car. Second, spacial requirements for the gate assembly, especially
when considering
the drive mechanism for moving the gate between open and closed positions, is
severely
restricted. Providing an additional or second drive mechanism on the frame of
the gate assembly
for moving the pan element between open and closed positions can further
adversely effect the
clearance required between the gate assembly and the railbed. Of course, if
the gate assembly
does not provide proper clearance significant damage can result to the gate
assembly and the car
as the railcar moves between locations. Simply raising the gate assembly,
however, reduces the
potential volumetric payload capacity of the car while also raising the
railcar's center of gravity.
Moreover, the addition of a second drive mechanism complicates the direction
in which each drive
mechanism is to be turned or rotated to effect movement of a particular
element on the hopper car
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gate assembly.
The transportation and unloading of finely divided materials, and particularly
food stuffs,
such as sugar, flour and the like within and from the walled enclosure of the
hopper car
exacerbates the problems involved with the design and engineering of a
railroad hopper car
discharge gate assembly. When the material to be transported involves food
stuffs, the FDA has
promulgated certain rules and regulations which must be met in order for the
hopper car to qualify
for transporting foods stuffs. Of course, one of the paramount concerns
involved in designing the
hopper car discharge gate assembly is that no foreign matter, accumulation of
moisture, or insect
infiltration is permitted to contact and possibly contaminate the food stuffs
even while they are
being discharged or unloaded from the hopper car.
When only gravitational discharge of the hopper car carrying food stuffs is to
be effected,
the frame of the gate assembly or structure is usually provided with a flanged
skirt depending
from and arranged in surrounding relation relative to an opening defined by
the frame of the gate
assembly. The flanged skirt defines a discharge plenum. Typically, an air sled
or other form of
unloading apparatus is clamped to the flange on the skirt during a
gravitational discharge
operation of food stuffs thereby permitting the food stuffs in the hopper car
enclosure to be
discharged directly and protectively into the sled and, thus, conveyed away
from the hopper car.
To inhibit debris, insects, moisture, clay and other forms of debris from
contaminating the
underside of the gate and interior of the discharge plenum during transport of
the hopper car, such
gate assemblies typically include a sanitary plate or cover element positioned
beneath the gate to
close the discharge plenum and protect the underside of the gate during
transport of the hopper
car. Of course, known sanitary plates or cover elements are neither designed
nor configured to
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withstand the load which can be placed thereon by the materials within the
enclosure of the
hopper car.
As they travel between locations, railroad cars are subjected to numerous
impact forces,
some of which are quite severe. For example, when a railroad car moves down a
hump in a
classification yard it likely will impact with other railroad cars on the
track ahead of it and such
impacts can be exceedingly forceful. While shock absorbers are typically built
into the coupling
units on the railroad cars, still there are sever shock loads within the body
of the car and its
contents. Of course, when the railroad hopper car is fully loaded, the impact
forces are multiplied
to even higher levels than with other railroad cars. Such shock loads can
affect the position of
either gate assembly element, i.e., the slide gate and/or the pan assembly,
due to the inertia of
either or both elements.
Accordingly, the gate assembly design can furthermore be complicated by
requiring a lock
assembly for inlubiting the sliding gate from inadvertently moving toward an
open position. When
the gate assembly embodies a movable pan element underneath the gate, the gate
assembly design
is furthermore complicated by requiring still another lock assembly for
inhibiting inadvertent
movement of the pan element toward an open position.
As will be appreciated by those skilled in the art, known slide gate systems
can have
relatively large gates to effect rapid discharge of materials from the hopper
car enclosure.
Especially with larger size gates, the column of material above the gate
assembly presents a
significant downwardly acting force on the gate. This downwardly acting force
has been known
to cause the gate to bow or curve under the influence of the downwardly acting
force. A proper
gate assembly design should allow the mechanism used to open the gate to act
rapidly and with
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consistency without requiring an abundant amount of torque to be applied to
the drive mechanism
to move the gate from a closed position or condition toward an open position
or condition.
Thus, there is a continuing need and desire for a hopper car discharge gate
assembly which
allows for either gravitational or pneumatic unloading of material from the
walled enclosure with
relatively easy change over thereby adding to the versatility of the hopper
car. Moreover, it is
desirable to provide a discharge gate assembly having two readily movable
elements controlled by
separate drive mechanisms while maintaining adequate clearance between a
lowermost surface on
the gate assembly and the railbed. Additionally, the gate assembly should be
designed to provide
a lock for each element of the gate assembly thereby inhibiting inadvertent
movement of either
element toward an open position as a result of impact forces acting on the
railroad car.
Furthermore, an improved apparatus for closing and sealing the free open end
of the outlet tubes
used during pneumatic withdrawal of the lading from the hopper car is desired
Summary of the Invention
In view of the above, one of the salient features of the present invention
involves
provision of a gate assembly for a railroad hopper car which can be readily
and easily conditioned
for either pneumatic discharge or gravitational discharge of materials
therethrough. The gate
assembly of the present invention includes a rigid frame defining a discharge
opening and which is
provided with a gate or first element slidably carried on the frame for
controlling the discharge of
material from the hopper car and through the discharge opening. The gate
assembly of the
present invention is also provided with a second slidable element carried by
the frame and
extending across the discharge opening. The first and second elements of the
gate assembly are
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arranged in vertically spaced relation relative to each other. In a preferred
form, the first and
second elements of the gate assembly are disposed in generally parallel
relationship relative to
each other. A first drive mechanism including a first operating shaft assembly
is mounted on the
gate frame for slidably moving the first element relative to the frame. A
second drive mechanism
including a second operating shaft assembly is also mounted on the gate frame
for slidably moving
the second element relative to the gate frame. One of the salient features of
the present invention
relates to arranging each of the operating shaft assemblies on the gate frame
for rotation-about
independent fixed axes and in horizontally adjacent relation relative to each
other.
In a preferred form, the frame of the gate assembly preferably has a
rectangular
configuration. That is, the frame is preferably configured as a four sided
rigid structure including
a pair of generally parallel side walls extending generally parallel to a
longitudinal axis of the
railroad car on which the gate assembly is mounted and a pair of end walls
rigidly interconnected
to the side walls. Preferably, each of the operating shaft assemblies extend
generally parallel to an
end wall of the frame structure. In a preferred form, the side walls and end
walls each define
angularly diverging surfaces extending upwardly from the discharge opening
toward an upper
surface of the frame structure.
The first and second drive mechanism each preferably include a rack and pinion
assembly
arranged in operable combination with the operating shaft assembly of the
respective drive
mechanism. Each rack and pinion assembly includes a rack operably associated
with a respective
element. Pinions mounted on each operating shaft assembly are arranged in
intermeshing
relationship relative to the racks. Moreover, each rack is movable along a
predetermined path of
travel concomitantly with movement of the respective element. In a preferred
form, the racks of
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each rack and pinion assembly extend generally parallel to a side wall of the
frame structure.
To operate either operating shaft assembly, a driver is typically inserted
into operative
combination with that operating shaft assembly operably associated with the
element on the gate
assembly desired to be moved. It is common for such a driver to be
telescopically inserted into an
appropriately configured drive end opening provide on the operating shaft
assembly. The
configuration of each drive end opening on the operating shaft assembly,
however, can quickly
and adversely change as a result of the relatively high impact forces and
torque applied thereto by
such drivers, thus, requiring repair and/or replacement of the operating shaft
assembly.
Accordingly, each operating shaft assembly forming part of the gate assembly
of the
present invention is preferably of multipiece construction. That is, each
operating shaft assembly
preferably includes a rotatable shaft and capstans removably attached at
opposite ends of the
shaft. Such multipiece construction readily allows repair and/or replacement
of any component
part in a cost efficient and effective manner without having to replace an
entire assembly. Such
multipiece construction furthermore allows repair and/or replacement of one or
more components
of the operating shaft assembly without having to remove the entire operating
shaft assembly from
operable association with the remainder of the gate assembly.
In a preferred form, the axes of the first and second shaft assemblies are
mounted to a
common vertical side of the predetermined path of travel of the racks.
Accordingly, and to
simplify operation of the operation of the gate assembly, the operating shaft
assemblies operate in
the same or common directions to open the first and second elements of the
gate assembly and in
the same or common direction to close the first and second elements of the
gate assembly of the
present invention.
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To reduce the amount of torque required to be applied to the first and second
operating
shaft assemblies in moving their respective element relative to the frame, the
racks of each rack
and pinion assembly are elevationally spaced from that portion of the frame
supporting same. In a
most preferred form, ultra-high molecular weight polyethylene material is
disposed between the
racks and the frame to significantly reduce the coefficient of friction
therebetween as the first and
second elements move between open and closed positions.
The first element of the gate assembly is preferably configured as a generally
planar gate
which slidably moves in a generally horizontal direction between open and
closed positions in
response to rotation of the first operating shaft assembly. The second element
of the gate
assembly is preferably configured as an open top pan assembly having a hood
extending
thereacross and which is mounted vertically and for generally horizontal
movements beneath the
gate. The pan assembly defines outlet tubes laterally extending from opposed
sides thereof and to
which a suction hose or the like is attached to effect pneumatic discharge of
materials from the
hopper car.
According to another aspect of the present invention, end caps are provided at
the open
end of each outlet tube of the pan assembly. Unlike heretofore known end cap
structures,
however, the end caps of the present invention are each affixed to the free
ends of the outlet tubes
on the pan assembly to advantageously allow for one-handed unlocking/opening
and
locking/closing of the end cap relative to the outlet tube or discharge
outlet. A gasket or seal is
preferably arranged in combination with the end cap and the outlet tube on the
pan assembly to
furthermore inhibit passage of contaminants and moisture into the material
receiving portion or
chamber of the pan assembly. To provide a substantially equally distributed
force against the seal
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as the end cap or cover is moved to the closed position, cams are preferably
arranged in
combination with each end cap thereby enhancing closure of the end cap
relative to the outlet tube
on the pan assembly.
In a preferred form, the racks of the rack and pinion assemblies arranged in
operative
combination with the gate and pan assembly are each disposed to opposed
lateral sides of the gate
and pan assembly in locations outwardly removed from beneath the discharge
opening. In a most
preferred form of the invention, the racks of each rack and pinion assembly
are arranged outside
or to opposed lateral sides of the discharge opening defined by the frame
structure of the gate
assembly. This preferred gate assembly design readily lends itself to improved
sealing capabilities
between the gate as well as the pan assembly and the frame structure thereby
inhibiting debris and
moisture from contaminating the materials held and transported within the
hopper car.
As will be appreciated by those skilled in the art, a significant weight is
applied to the gate
extending across the discharge opening by the materials maintained and
transported within the
hopper car. The weight of such materials often causes distortion of the gate
which complicates
sliding of the gate, at least, between closed and open positions. In view of
the above, a preferred
form of the present invention contemplates providing a stationary support
across the discharge
opening for inhibiting the gate from bending beyond a predetermined limit. As
with the racks of
the gate assembly, in a preferred embodiment, ultra-high molecular weight
polyethylene material
is disposed between the support and the undersurface of the gate to promote
sliding movements
therebetween. A stationary deflector or hood including angularly diverging
sides is also provided
above the discharge opening defined by the frame assembly to address the
significant weight
provided by the lading in the hopper car pressing downwardly onto an upper
surface of the gate.
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A preferred design of the present invention furthermore embodies a tamper seal
arrangement allowing for application of a tamper seal in combination with the
gate assembly. As
is conventional, the tamper seal, when arranged in combination with the gate
assembly, readily
provides a visual indication on whether the gate has been moved to provide
unauthorized access
to the materials contained within the hopper car.
To address the problems and concerns associated with inadvertent movements of
the gate
assembly elements relative to the frame structure, a preferred embodiment of
the gate assembly
further includes a lock assembly. The lock assembly associated with the gate
assembly of the
present invention includes a lock which, when the gate is in a closed
position, inhibits inadvertent
movement of the gate toward an open position. A preferred embodiment of the
lock assembly
further includes a second lock which, when the pan assembly is in a closed
position, inhibits
inadvertent movement of the pan assembly toward an open position. In a most
preferred form of
the invention, both the lock for maintaining the door in a closed position and
the lock for
maintaining the pan assembly in a closed position are incorporated into a
single mechanism, thus,
eliminating the need for and operation of two separate lock assemblies.
When the gate assembly of the present invention is mounted to a railroad
hopper car, the
design advantageously allows for either pneumatic discharge or gravitational
discharge of material
from the hopper car. As a commodity filled railcar travels between locations
and then is parked
waiting to be unloaded, the lock assembly ensures the gate and the pan
assembly will remain in
their closed condition even though significant impacts may be applied to the
railcar as it travels or
awaits discharge of the materials therefrom.
Arranging the first and second operating shaft assemblies for the two movable
elements of
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the gate assembly for rotation about fixed axes and in horizontally adjacent
relation relative
to each other offers several meritorious design advantages. The arrangement of
the
operating shaft assemblies according to the present invention minimizes the
vertical
distance or height between the upper attaching surface of the gate assembly
and the
lowermost surface of the pan assembly while retaining an adequate angle on the
sidewalls
and end walls to assure materials discharge from the hopper car and through
the discharge
opening. Of course, minimizing the distance the gate assembly depends from the
hopper car
allows added clearance beneath the hopper car while allowing for greater
volumetric
payload capacity. Furthermore, arranging each operating shaft assembly to
rotate about a
fixed axis eliminates cumbersome, longitudinal readjustment of the powered
drivers which
are common at unloading sites across the country.
Another aspect accomplished by a preferred form of the present invention
relates to
operating the operating shaft assemblies in a common direction to open and
close the
elements operably associated with each operating shaft assembly, thus,
reducing human
operator confusion of open and closure directions.
Another aspect of the present invention involves providing a railroad hopper
car gate
assembly having two elements which are independently movable between open and
closed
positions through operation of independently operable shaft assemblies, each
of which
rotates about a fixed axis, thereby advantageously permitting an operator to
independently
operate the gate elements while concurrently validating cleanliness of the
commodity
contacting surface areas on the elements as they move between positions.
Still another aspect of this invention is to simplify operation of the end cap
or cover
associated with the discharge port of the open top pan assembly.
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Another aspect of this invention is to provide a closure cap assembly for the
pan
assembly which provides a substantially equally distributed force to the seal
or gasket used
in combination therewith as the closure cap moves toward the closed position.
Another aspect of this invention is to provide an assembly for selectively
closing a
pneumatic discharge outlet, comprising:
a closure cap which, in a closed position, fits about and partially along to
cover a
free end of said hopper discharge outlet and which is movable to an open
position relative to
the free end of said hopper discharge outlet;
structure for connecting said closure cap to one side of the free end of said
hopper
discharge outlet in a manner permitting pivotal and sliding movements of the
closure cap
relative to the free end of said hopper discharge outlet; and
a manually operated lock assembly pivotally attached at an opposite side of
the free
end of said hopper discharge outlet for cooperating with said structure in
releasably
maintaining said closure cap in said closed position while allowing for one-
handed
operation to move said closure cap to an open position.
Another aspect of this invention is to provide an assembly for selectively
closing a
pneumatic discharge outlet, comprising:
a closure cap which, in a closed position, fits about and partially along to
cover a
free end of said hopper discharge outlet and which is movable to an open
position relative to
the free end of said hopper discharge outlet;
a gasket operably disposed between the closure cap and said hopper discharge
outlet,
when said closure cap is in the closed position, for inhibiting contaminants
from passing
between said closure cap and said hopper discharge outlet;
structure for connecting said closure cap to one side of the free end of said
hopper
discharge outlet, said structure including a catch configured for camming the
closure cap
against the seal as said closure cap moves from the open position to the
closed position; and
a lock assembly including a threaded fastener disposed to an opposite side of
the free
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end of said hopper discharge outlet, said threaded fastener cooperating with
the caroming
action of said structure, as said closure cap moves from the open position to
the closed
position, to press said closure cap with substantially equally distributed
force against the
gasket thereby enhancing the sealing engagement of the closure cap therewith,
and with said
threaded fastener thereafter cooperating with said structure to releasably
maintain the
closure cap in the closed position.
Another aspect of this invention is to provide an open top pneumatic discharge
hopper having a trough defined by a pair of end walls, a pair of side walls
rigidly connected
to said end walls, and a bottom rigidly interconnecting the end walls and side
walls, and a
hollow outlet tube extending from one of said walls and arranged in
communication with
said trough, a sealing arrangement for covering a free end of the outlet tube,
said sealing
arrangement comprising:
a closure cap which, in a closed position, fits about and partially along to
cover the
free end of said outlet tube and which is movable to an open position relative
to the free end
of said outlet tube;
structure for connecting said closure cap to one side of the free end of said
outlet
tube in a manner permitting pivotal and sliding movements of the closure cap
relative to the
free end of said outlet tube, said structure including a catch configured for
camming the
closure cap into the closed position; and
a lock assembly disposed to an opposite side of the free end of said outlet
tube, said
lock assembly cooperating with the camming action of said structure, as said
closure cap
moves from the open position to the closed position, to press said closure cap
into and
maintain said closure cap in the closed position.
These and other aspect aims and advantages of the present invention will be
readily
and quickly appreciated from the following detailed description, appended
claims, and
drawings.
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Detailed Description of the Drawings
FIGURE 1 is a side elevational view of a railroad hopper car equipped with a
gate
assembly embodying principals of the present invention;
FIGURE 2 is a side elevational view of the gate assembly of the present
invention;
FIGURE 3 is a sectional view of the gate assembly taken along line 3 -3 of
FIGURE
2;
FIGURE 4 is a perspective view of the gate assembly of the present invention;
FIGURE 5 is a sectional view taken along line 5 - 5 of FIGURE 3;
FIGURE 6 is a fragmentary sectional view taken along line 6 - 6 of FIGURE 2;
FIGURE 7 is a top left side perspective view of a gate forming part of the
gate
assembly of the present invention;
FIGURE 8 is a top left side perspective view of a pan assembly forming part of
the
gate assembly of the present invention;
FIGURE 9 is a fragmentary sectional view taken along line 9 - 9 of FIGURE 2;
FIGURE 10 is an enlarged fragmentary side elevational view of a portion of a
drive
mechanism forming part of the gate assembly;
FIGURE 11 is an enlarged sectional view taken along line 11 - 11 of FIGURE 3;
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FIGURE 12 is an enlarged side elevational view schematically illustrating a
portion of a
lock assembly arranged in combination with the gate assembly of the present
invention;
FIGURE 13 is an enlarged fragmentary sectional view of a portion of the lock
assembly;
FIGURE 14 is an enlarged sectional view taken along line 14 - 14 of FIGURE 3;
FIGURE 15 is an enlarged sectional view taken along line 15 - 15 of FIGURE 3;
FIGURE 16 is an enlarged sectional view taken along line 16 - 16 of FIGLTRE 3;
FIGURE 17 is a side sectional view taken along line 17 - 17 of FIGURE 8;
FIGURE 18 is a side sectional view similar to FIGURE 17 but illustrating a
cover in a
non-operational position;
FIGURE 19 is a fragmentary perspective view of one form of closure assembly
operable in
combination with an outlet tube of an open top pan assembly;
FIGURE 20 is an enlarged end view of the closure assembly illustrated in
FIGURE 19;
FIGURE 21 is a top plan view of the closure assembly illustrated in FIGURE 20
in a
closed position, with parts broken away to show details;
FIGURE 22 is a partial sectional view taken along line 22 - 22 of FIGURE 21;
FIGURE 23 is a partial sectional view taken along line 23 - 23 of FIGURE 22;
FIGURE 24 is an end view of the closure assembly;
FIGURE 25 is a sectional view taken along line 25 - 25 of FIGURE 24; and
FIGURE 26 is a sectional view of taken along line 26- 26 of FIGURE 24.
Detailed Description of the Present Invention
While the present invention is susceptible of embodiment in various forms,
there is shown
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in the drawings and will hereinafter be described in detail preferred
embodiments of the invention
with the understanding the present disclosure is to be considered as setting
forth exemplifications
of the invention which are not intended to limit the invention to the specific
embodiments
illustrated.
Referring now to the drawings, wherein like reference numerals indicate like
parts
throughout the several views, a railroad hopper car, equipped with a gate
assembly according to
the present invention, is illustrated in FIGURE 1. The railroad hopper car,
generally designated
by reference numeral 10, includes a multiwalled enclosure 12 for storing and
transporting
particulate materials, i.e. flour, sugar, etc., therewithin. As known in the
art, the multiwalled
enclosure 12 is supported on an underframe 14 extending generally the length
of the car 10. As is
typical, the underframe 14 is supported toward opposite ends thereof by
conventional wheeled
trucks, generally designated by reference numeral 18.
As illustrated, a bottom 20 of the enclosure 12 is provided with a plurality
of opening 22
for allowing the materials to be discharged from within the enclosure 12. As
will be appreciated,
more or fewer openings than that shown for exemplary purposes can be readily
provided without
detracting or departing from the true spirit and novel concept of the present
invention. As shown,
the enclosure 12 of hopper car 10 includes a plurality of slope sheets 24
funneling downwardly
toward each opening 22 in the bottom 20 of the hopper car 10 to promote the
discharge of
materials therefrom.
A gate assembly, generally designated by reference numera130 in FIGURES 1 and
2, is
shown arranged in combination with each opening 22 along the bottom 20 of the
hopper car 10.
Since the gate assemblies 30 arranged along the bottom 20 of the car 10 are
substantially identical
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relative to each other, only one gate assembly will be described in detail. As
illustrated in
FIGURES 2 and 3, each gate assembly 30 includes a rigid frame 32 defining a
discharge opening
34. The frame 32 of gate assembly 30 is preferably fabricated from FDA
approved materials in all
material contacting areas to allow the hopper car 10 to hold and transport
food grade materials
and eliminate lining requirements which is an FDA approved coating. Notably,
when the gate
assembly 30 is attached or otherwise connected to the walled enclosure 12 of
the hopper car 10
(FIGURE 2), the discharge opening 34 defined by frame 32 is arranged in
registry with a
respective opening 22 (FIGURES 1 and 2) in the walled enclosure 12 of hopper
car 10.
As shown in FIGURE 3, frame 32 includes opposed and generally parallel side
walls 36,
38 extending lengthwise of the hopper car 10 and opposed end walls 40, 42
extending
transversely across the hopper car 10. In the illustrated form, the
disposition of the side walls 36,
38 and end walls 40, 42 is such that a trapezoidal or rectangular shape is
provided for the
discharge opening 34. To promote movement of materials, and as is
conventional, the side walls
36 and 38 of frame 32 are preferably provided with diverging angular surfaces
37 and 39,
respectively, extending upwardly from the discharge opening 34 and toward an
upper surface of
frame 32. Similarly, and as is conventional, the end walls 40 and 42 of frame
32 are preferably
provided with diverging angular surfaces 41 and 43, respectively, extending
upwardly from the
discharge opening 34 and toward an upper surface 45 of frame 32.
As well known in the art, and as illustrated in FIGURE 3, each side wall 36,
38 and end
wall 40, 42 has a mounting flange 44 arranged in generally planar relation
relative to each other
and which define the upper surface 45 of the gate assembly 30. As illustrated
in FIGURE 2, the
flanges 44, arranged toward the upper end of the walls 36 through 42, are
configured to mate
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with respective portions of the hopper car 10 to facilitate attachment of the
gate assembly to the
hopper car 10. In one form, the flanges 44 define spaced holes 46 allowing for
passage of suitable
fasteners, such as threaded bolts, therethrough. Of course, other suitable
means of attaching the
frame 32 of the gate assembly 30 to respective portions of the hopper car
enclosure 10, , i.e.
welding or the like, are equally applicable. As illustrated in FIGURES 6 and
14, a lower end of
the walls 36 through 42 of gate frame 32 extends beneath the gate 50 to define
a discharge
plenum 49 preferably depending from the discharge opening 34 defined by gate
frame 32. As
furthermore illustrated in FIGURES 6 and 14, a lower end of the walls 36
through 42 of gate
frame 32 terminates in an outwardly extending generally horizontal flange 47.
As shown in FIGURES 3 and 4, the gate assembly 30 of the present invention is
furthermore provided with a gate or first element 50 mounted on the frame 32
for sliding
movement along a predetermined path of travel. In a closed position, the gate
or element 50
extends across and thereby selectively closes the discharge opening 34 defined
by the frame 32.
As will be appreciated, however, the gate or element 50 is movable relative to
the frame 32 and
the discharge opening 34 to an open position to allow commodity to pass from
the enclosure 12
and through the discharge opening 34. In the illustrated embodiment, frame 32
is provided with
parallel frame extensions 52 and 54 extending lengthwise of the hopper car 10
and away from the
end wall 42 of frame 32.
As shown in FIGURES 5, 6 and 7, the gate 50 of gate assembly 30 is configured
as a rigid
flat plate 55 including upper and lower surfaces 56 and 58, respectively. In
the illustrated
embodiment, gate 50 has a generally rectangular configuration. To promote use
of the gate
assembly 30 in combination with food grade commodities, gate 50 is preferably
fabricated from an
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FDA approved material such as stainless steel.
Returning to FIGURE 3, the side walls 36, 38 and end walls 40, 42 of the frame
32 are
each provided with a horizontally disposed ledge 60 which underlies and
supports the gate 50. In
a most preferred form, and as shown in FIGURE 6, each ledge 60 includes
material 62 to prevent
galling of the stainless steel of gate 50 in contact with the stainless steel
of the frame 32. In a
most preferred form, an ultra-high molecular weight material is used and acts
as shield between
the lower surface 58 of the gate 50 and the frame 32. As will be appreciated,
and when material
62 is formed from an ultra-high weight molecular material, such material
furthermore reduces the
coefficient of friction between the gate 50 and the frame 32 as the gate 50
moves relative to the
frame 32.
As illustrated in FIGURES 2, 4 and 5, gate assembly 30 furthermore includes a
second
element 70 carried on the frame 32 in vertically spaced relation relative to
the gate 50. In the
preferred embodiment, element 70 is disposed for generally parallel movement
relative to the first
element or gate 50. It is possible, however, to arrange the first element 50
and second element 70
in vertically spaced but non-parallel arrangement without detracting or
departing from the spirit
and novel concept of the present invention. Like the first element or gate 50,
the second element
70 likewise extends across the discharge opening 34 defined by the frame 32
and is mounted for
sliding movement between open and closed positions. As will be appreciated, in
the closed
position, the second element 70 extends across the discharge opening 34
defined by the frame 32
while in an open position, the second element 70 is removed from beneath the
opening 34 defined
by the frame 32 of the gate assembly 30.
The second element 70 of the gate assembly 30 is preferably configured as an
open top
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vacuum pan assembly arranged on the frame 32 for sliding movement along a
predetermined path
of travel and beneath the gate 50. The open top pan assembly 70 is preferably
fabricated from
FDA approved material such as stainless steel or the like whereby promoting
use of the gate
assembly 30 in combination with food grade materials.
The open top pan assembly 70 is used in combination with the gate assembly 30
for
effecting pneumatic discharge of commodity from the enclosure 12 (FIGURE 1) of
the hopper car
10. As shown in FIGURE 8, the open top pan assembly 70 is preferably
configured with two
generally vertical and laterally spaced side walls 71, 72, two slanting end
walls 73, 74 rigidly
-
joined to the side walls 71, 72, and a generally flat bottom 76 interconnected
to all the walls 71
through 74. As will be appreciated from an understanding of the pan assembly
70, and in
combination relative to each other, the walls 71 through 74, along with the
bottom 76 define an
open top plenum chamber 77 disposed directly beneath the discharge opening 34
defined by frame
32 of the gate assembly 30 when the pan assembly 70 is in the closed position.
The exterior side
of the flat bottom 76 defines a bottom or lower surface 75 (FIGURE 2) for the
gate assembly 30.
As shown in FIGURES 4 and 8, the upper edges of the side walls 71 and 72 are
configured to
form mounting flanges 78 which define open sided channels 80.
As illustrated in FIGURE 6, when the pan assembly 70 is mounted for sliding
movement
on the frame 32 of the gate assembly 30, the open sided channels 80 defined by
the mounting
flanges 78 are arranged in operable combination with the flange-like generally
horizontal
projections 47 extending along the length of the side walls 36, 38 of the gate
frame 32 to allow
for fore-and-aft sliding movements of the pan assembly or second element 70
along a
predetermined path of travel between open and closed positions beneath the
gate 50. To enhance
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sliding movements of the pan assembly 70 relative to the frame 32 of the gate
assembly 30, and to
effectively seal the slides of the pan assembly 70 to the frame 32 thereby
inhibiting passage of
debris therepast, ultra-high molecular weight polyethylene material 84 (FIGURE
6) is preferably
disposed between the rails 82 and the open sided channel 80 on the pan
assembly 70. In the
illustrated form in FIGURE 8, the upper edges of the end walls 73 and 74 are
each bent to project
in a fore-and-aft direction to form flanges 86 and 88, respectively. In a
preferred form, the flange
86 projecting from the respective end wall 73 of the pan assembly 70 is
arranged generally parallel
to but below the flange-like structure 47 (FIGURE 14) projecting away from the
opening 34 and
provided on the lower end of the end wall 40 of the fxame 32 of the gate
assembly 30.
Returning to FIGURES 2 and 3, gate assembly 30 further includes a first drive
mechanism
90 and a second drive mechanism 100 for. selectively moving the first element
or gate 50
(FIGURE 3) and the second element or pan assembly 70 (FIGURE 2), respectively,
relative to
the frame 32 of the gate assembly 30. Drive mechanism 90 is carried on the
frame 32 for rotation
about a fixed axis 92 extending generally parallel to the end wall 42 of the
frame 32. Drive
mechanism 100 is carried on the frame 32 for rotation about a fixed axis 102
extending generally
parallel to axis 92 and to the end wall 42 of the frame 32.
One of the salient features of the present invention relates to mounting the
first and second
drive mechanisms 90 and 100 in horizontally adjacent relation relative to each
other thereby
minimizing the distance separating the upper surface 45 and the lower surface
75 (FIGURE 2) of
the gate assembly 30 while maximizing the vertical spacing between the bottom
76 of the pan
assembly 70 and the ground or railbed over which the gate assembly 30 travels
as the railroad car
on which the gate assembly 30 is mounted moves between locations. It is
important to note,
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the fixed axes 92 and 102 of drive mechanisms 90 and 100, respectively, are
furthermore disposed
in vertically adjacent relationship relative to each other. That is, in a
preferred embodiment of the
invention, the axes 92 and 102 of drive mechanisms 90 and 100, respectively,
are vertically
disposed as close as possible to each other to minimize the height of the gate
assembly 30 and
thereby maximizing the payload capacity of the car 10 while concurrently
maintaining sufficient
clearance between the bottom 76 of the gate assembly 30 and the railbed.
Additionally, it is
beneficial to minimize the horizontal distance separating the axes 92 and 102
of the drive
mechanisms 90 and 100, respectively, relative to the mounting flange 44 on the
adjacent end wall
42 of the gate frame 32 thereby promoting transference of imparted torsional
opening forces to
the car 10.
As illustrated in FIGURE 6, drive mechanism 90 preferably includes an
elongated
operating shaft assembly 110 which is supported by the frame 32 of the gate
assembly 30 for
rotation about the fixed axis 92. Notably, the fixed axis 92 about which the
operating shaft 110
turns is disposed to one vertical side of the gate 50. In the illustrated
form, the fixed axis 92
about which the operating shaft assembly 110 turns is vertically spaced above
the upper surface
56 of the gate 50. The operating shaft assembly 110 is preferably of multi-
piece construction and
includes an elongated operating shaft 112 (FIGURE 6) having capstans or
operating handles 114
(FIGURES 3 and 4) releasably affixed to opposed ends thereof. Preferably, the
operating shaft
112 has a square cross-sectional area. From an understanding of what follows,
it will be
appreciated other cross sectional configurations for shaft 112 would equally
suffice without
detracting or departing from the spirit and scope of the present invention. In
the illustrated form,
the operating shaft assembly 110 is supported for rotation by the frame
extensions 52, 54
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(FIGURE 3) of the frame 32.
As shown in FIGURE 6, drive mechanism 90 further includes a rack and pinion
assembly
120 arranged in operable combination with the operating shaft assembly I 10.
The purpose of the
rack and pinion assembly 120 is to convertthe rotary movement of the operating
shaft assembly
110 about axis 92 into linear fore-and-aft movement of the gate 50 relative to
the frame 32
depending upon the direction of rotation of the operating shaft assembly 110.
As shown in FIGURE 6, the rack and pinion assembly 120 preferably includes a
pair of
laterally spaced pinions 122 and 124 mounted on and for rotation with the
operating shaft 112 of
operating shaft assembly 110. The pinions 122, 124 are arranged in
intermeshing relation with a
pair of elongated racks or toothed tracks 126 and 128. Each pinion 122, 124
preferably has a
centralized throughbore or opening the cross-section of which generally
corresponds to the cross-
section of the operating shaft 112 whereby allowing each pinion 122, 124 of
the rack and pinion
assembly 120 to axially move, within defined limits, along the length of the
operating shaft 112.
So as to limit the axial movement of the pinions 122, 124 along the length of
shaft 112, thereby
eliminating the need for fasteners or the like, each rack or toothed track
126, 128 is preferably
configured with a serpentine design similar to that disclosed in my copending
U.S. design Patent
No. D427,741 issued July 4, 2000.
The racks or toothed tracks 126, 128 of the rack and pinion assembly 120 are
preferably
fastened to and move concomitantly with the gate or first element 50 of the
gate assembly 30.
Returning to FIGURE 7, a stop 125 is provided at the distal end of each rack
126, 128. The purpose
of stop 125 is to limit endwise travel or movement of the first element or
gate 50 relative to the
frame 32 of the gate assembly 30. The racks 126, 128 of the rack and pinion
assembly 120
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CA 02592536 2007-07-10
extend generally parallel to opposed sides of the gate 50 and generally
parallel to opposed side
walls 36, 38 of frame 32. Notably, when the gate 50 is mounted for sliding
movement on the
frame 32 the racks 126, 128 of the rack and pinion assembly 120 are carried
and supported by the
frame 32 in laterally spaced outward relation from opposed side edges of the
gate 50 for endwise
sliding movement along a predetermined path of travel relative to the frame
32. As such, the
racks 126, 128 are disposed outwardly from and to opposed sides of the
discharge opening 34
defined by the frame 32. As illustrated in FIGURE 6, lateral or sideways
movements of the racks
126, 128 is limited by guides 129 affixed to the frame on opposite lateral
sides of each rack 122,
124.
In a most preferred form, and as shown in FIGURE 6, each rack 126, 128 of the
rack and
pinion assembly 120 is disposed in elevated relation relative to an underlying
portion of the frame
32 for effectively lowering the coefficient of friction between the racks 126,
128 operably
associated with the first element 50 of the gate assembly 30 and the frame 32.
Several alternative
designs could be used to vertically separate the racks 126, 128 from the frame
32 of the gate
assembly 30. In the illustrated embodiment, a partially crystalline
lightweight thermoplastic
material such as ultra-high molecular weight polyethylene material 127 is
entrapped between an
underside of the racks 126, 128 and the frame 32 of the gate assembly 30
thereby significantly
reducing the coefficient of friction therebetween and, thus, enhancing sliding
movements of the
racks 126, 128 and thereby the first element or gate 50 relative to the frame
32.
As illustrated in FIGURES 3 and 9, drive mechanism 100 includes and elongated
operating shaft assembly 130 which is supported by the frame 32 of the gate
assembly 30 for
rotation about the fixed axis 102. Another salient feature of the present
invention concerns a gate
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design embodying two drive mechanisms 90, 100 (FIGURE 3) and wherein the
operating shaft
assemblies 110 and 130 of the two drive mechanisms 90 and 100, respectively,
turn in the same
direction to effect opening and closing movements of the respective elements
associated
therewith.
To effect such desirous ends, the fixed axis 102 about which the operating
shaft 130 turns
is disposed to one vertical side of the gate 50. In the illustrated form, the
fixed axis 102 about
which the operating shaft assembly 130 turns is disposed to the same side of
the gate 50 as is axis
92 of operating shaft assembly 100 (FIGURE 6). That is, the fixed axis 102
about which the
operating shaft assembly 130 turns is vertically spaced above the upper
surface 56 of the gate 50.
The operating shaft assembly 130 is preferably of multi-piece construction and
includes an
elongated operating shaft 132 (FIGURES 3, 4 and 9) having capstans or
operating handles 134
(FIGURES 3 and 4) releasably affixed to opposed ends thereof. Preferably, the
operating shaft
132 has a square cross-sectional area. From an understanding of what follows,
it will be
appreciated other cross sectional configurations for shaft 132 would equally
suffice without
detracting or departing from the spirit and scope of the present invention. In
the illustrated form,
the operating shaft assembly 130 is supported for rotation by the frame
extensions 52, 54
(FIGURE 3) of the frame 32.
As shown in FIGURE 9, drive mechanism 100 further includes a rack and pinion
assembly
140 arranged in operable combination with the operating shaft assembly 130.
The purpose of the
rack and pinion assembly 140 is to convert the rotary movement of the
operating shaft assembly
130 about axis 102 into linear fore-and-aft movement of the second element or
pan assembly 70
relative to the frame 32 depending upon the direction of rotation of the
operating shaft assembly
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CA 02592536 2007-07-10
130.
As shown in FIGURE 9, the rack and pinion assembly 140 preferably includes a
pair of
laterally spaced pinions 142 and 144 mounted on and for rotation with the
operating shaft 132 of
operating shaft assembly 130. The pinions 142, 144 are arranged in
intermeshing relation with a
pair of elongated racks or toothed tracks 146 and 148. Each pinion 142, 144
preferably has a
centralized throughbore or opening the cross-section of which generally
corresponds to the cross-
section of the operating shaft 132 whereby allowing each pinion 142, 144 of
the rack and pinion
assembly 140 to axially move, within defined limits, along the length of the
operating shaft 132.
So as to limit the axial movement of the pinions 142, 144 along the length of
shaft 132, thereby
eliminating the need for fasteners or the like, each rack or toothed track
146, 148 is preferably
configured with a serpentine design sinvlar to that disclosed in my copending
U.S. design patent
application Serial No. 29/100,863 filed February 19, 1999.
As mentioned above, in the exemplary embodiment of gate assembly 30, elements
50 and
70 are vertically separated from each other. In a most preferred embodiment,
element 70 is
vertically disposed beneath element 50. Because the elements 50 and 70 are
elevationally
separated, the pinions 142, 144 of assembly 140 have a larger diameter than
pinions 122, 124 of
assembly 120 to help minimize the vertical distance separating the axes 92 and
102 of drive
mechanisms 90 and 100, respectively, relative to each other.
The racks or toothed tracks 146, 148 of the rack and pinion assembly 120 are
preferably
fastened to and move concomitantly with the pan assembly or second element 70
of the gate
assembly 30. Returning to FIGURE 8, a limit stop 147 is provided at the distal
end of each rack
146, 148. The purpose of stop 147 is to limit endwise travel or movement of
the second element
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CA 02592536 2007-07-10
or pan assembly 70 relative to the frame 32 of the gate assembly 30.
Suffice it to say, when element or pan assembly 70 is in a fully opened
position (when the
pinions 142,144 engage the limit stop 147), element or pan assembly 70 is
removed from beneath
the flanges 47 on the gate frame 32 as to perniit a conventional discharge
apparatus 149
(schematically and only partially represented in phantom lines in FIGURE 6) to
be coupled or
otherwise releasably secured beneath the discharge plenum 49 defined by the
gate frame 32. The
discharge apparatus 149 (also commonly referred to as an air sled) may be of
the type disclosed in
one or more of the following U.S. patents: 2,376,814; 2,517,837; 2,527,455;
2,527,466;
2,589,968; 2,657,100; 2,675,274; 2,681,748; or 2,789,739. Alternatively, the
discharge
apparatus 149 which is releasably coupled to the gate assembly 30 beneath and
in material
receiving relation relative to the discharge plenum 49 may be a simple
compression boot or
chamber that draws commodity from the discharge opening 34 toward a storage
reservoir (not
shown)
As shown in FIGURE 8, the racks 146, 148 of the rack and pinion assembly 120
extend
generally parallel to the opposed side walls 71, 72 of the pan assembly 70.
Notably, when the pan
assembly 70 is mounted for sliding movement on the frame 32, the racks 142,
144 of the rack and
pinion assembly 140 are carried and supported by the frame 32 in laterally
spaced outward
relation from opposed side walls 71, 72 of the pan assembly 70 for endwise
sliding movement
along a predetermined path of travel relative to the frame 32. As such, the
racks 146, 148 are
disposed outwardly from and to opposed sides of both the plenum 49 defined by
the gate frame
32 and the plenum 77 defined by the pan assembly 70.
Another salient feature of the present invention relates to the provision of a
single lock
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CA 02592536 2007-07-10
mechanism 150 for controlling movements of both the first element or gate 50
(FIGURE 3) and
the second element or pan assembly 70 (FIGURE 4) relative to the frame 32. As
illustrated in
FIGURE 3, lock mechanism 150 preferably includes pair of operating handles 152
and 154
arranged laterally outward from the frame extensions 52, 54 on frame 32 on
opposite sides of the
gate assembly 30 for ready manual access and which are supported for rotation
about a fixed axis
156 defined by a rockshaft 158. As illustrated in FIGURE 10, axis 156 is
disposed between and
extends generally parallel to axes 92 and 102 of drive mechanisms 90 and 100,
respectively. The
rockshaft 158 is preferably supported for rotation by the frame extensions 52,
54 of frame 32.
The lock mechanism 150 inhibits inadvertent movement of the gate or first
element 50
toward the open position and further includes at least one cam locking member
160. In a
preferred form, the lock mechanism 150 includes a pair of cam locking members
160 and 160'
(FIGURE 3) which rotate in unison with the rockshaft 158. The cam locking
members 160, 160'
are arranged in axially spaced relation along the length of the rockshaft 158
and between the
lower edges of the frame extensions 52, 54 of frame 32 for engagement with a
portion of the gate
50. In the illustrated embodiment, the cam locking members 160, 160' and their
relationship
relative to the upper surface 56 of gate 50 are visibly apparent to an
operator of the gate assembly
30 and thereby the condition of the lock mechanism 150 is likewise visibly
apparent to the
operator of the gate assembly 30.
The cam locking members 160, 160' are preferably configured alike.
Accordingly, only
cam locking member 160 will be described in detail. The cam locking members
160, 160' are both
secured to the rockshaft 158 for movement in unison. As illustrated in FIGURE
11, each cam
locking member 160, 160' has a peripheral surface 162 having cam portions 162a
and 162b
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arranged at different radial distances from the axis 156 about which each cam
locking members
160,160' turn in response to actuation as through rotation of either operating
handle 152, 154.
When the gate or first element 50 is in the closed position, a portion of the
gate or element
50 bears against the cam portion 162b of the cam face 162, thus, preventing
the gate 50 from
significantly moving in the opening direction (i.e., toward the right in the
drawing). That is, and
when the gate or first element 50 is in the closed condition, at least a
portion of each cam locking
member 160, 160' of locking mechanism 150 extends into the predetermined path
of travel of the
gate 50. Assuming a strong force would be applied to the slide gate 50 tending
to move the gate
50 in the opening direction, the reaction of the cam locking member 160 to
such force is
advantageously almost in line with the axis 156 about which the element or
member 160 rotates,
thus, providing a structurally advantageous design.
It will be noted, cam portion 162a is substantially larger and, thus,
substantially heavier
than is the reminder of the lock member 160. As such, the cam portion 162a of
the cam locking
members 160, 160' tends to urge and maintain the lock mechanism 150 in a
locked and self-
engaging position or condition. As shown, each locking member 160, 160'
furthermore preferably
includes an arm 164 projecting radially away from the axis 156 about which
each member 160,
160' turns. If so desired, the projecting arm 164 can be grasped to facilitate
rotation and, thus,
operation of the lock mechanism 150.
Advantageously, the single lock mechanism 150 is furthermore designed to
inhibit
inadvertent movement of the second element or pan assembly 70 toward the open
position. In a
preferred form, the operating handles 152, 154 of lock mechanism 150 are
disposed at outer ends
of the rockshaft 158. As such, the position of the operating handles 152, 154
and, thus, the
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CA 02592536 2007-07-10
condition of the lock mechanism 150 is readily apparent from an operator of
the gate assembly 30.
The operating handles 152, 154 are preferably configured alike. Accordingly,
only handle
154 will be described in detail. As illustrated in FIGURE 12, each handle 15
2, 154 has a
peripheral surface 172 having cam portions 172a and 172b arranged at different
radial distances
from the axis 156 about which each handle 152, 154 turns in response to manual
movement of the
ether handle 152, 154.
When the pan assembly or second element 70 is in the closed position, at least
a portion of
the pan assembly or element 70 bears against the cam portion 172b of the cam
face 172 of each
operating handle 152, 154 thus preventing the second element or pan assembly
70 from
significantly moving in the open direction (i.e. toward the left in the
drawing). That is, and when
the pan assembly or second element 70 is in the closed condition, at least a
portion of each
operating handle 152, 154 of locking mechanism 150 extends into at least a
portion of the
predeterniined path of travel of the pan assembly or second element 70.
In the illustrated embodiment, and as shown in FIGURE 8, the second element or
pan
assembly 70 includes a pair of laterally aligned extensions 173 which project
outwardly from
opposite sides of the second element 70 for operable engagement with the
handles 152, 154 in the
manner discussed above. As illustrated in FIGURE 12, and assuming a strong
force would be
applied to the pan assembly 70 tending to move the second element 70 in the
opening direction,
the reaction of the operating handles 152, 154 to such force is advantageously
almost in line with
the axis 156 about which each handle 152, 154 rotates, thus, providing a
structurally
advantageous design.
As shown in FIGURE 12, each handle 152, 154 of lock mechanism 150 further
includes
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CA 02592536 2007-07-10
an arm 174 projecting upwardly and radially away from the axis 156 about which
each handle
152, 154 turns. The projecting arm 174 allows ready manual grasping by an
operator to
selectively condition the lock mechanism 150, from either side of the gate
assembly 30, to allow
for purposeful opening movements to be imparted to either the first element 50
or the second
element 70 of the gate assembly 30.
Lock mechanism 150 is preferably designed such that it self-engages -with the
second
element or pan assembly 70. As illustrated in FIGURE 12, a mechanism 176 is
preferably
arranged in operative combination with the lock mechanism 150 for normally
urging the lock
mechanism 150 into a self-engaging or locked condition. In the illustrated
form, mechanism 176
includes one or more springs 177 arranged in operable engagement with the
operating handles
152, 154 of the lock mechanism 150. In a preferred form, one end of the spring
177 is connected
to one side of and preferably below the rotational axis 156 about which the
handles 152, 154 turn
or rotate. The opposite end of the spring 177 is connected to a respective
frame extension 52, 54
of frame 32 on an opposite side of the axis 156.
When more than one spring 177 is used to urge the operating handles 152, 154
of lock
mechanism 150 into a self-engaging position or condition, the arrangement of
each spring 177
relative to the operating handles 152, 154 is preferably identical.
Accordingly, only the
arrangement of one spring 177 with operating handle 152 will be discussed in
detail. As
illustrated in FIGURE 12, each spring 177 urges the operating handles 152, 154
in a direction
such that the cam portion 172a on each handle 152, 154 normally engages the
respective
extension 173 of the pan assembly 70. Thus, the lock mechanism 150 is normally
urged into a
locked and self-engaging condition relative to the pan assembly 70. Of course,
the action of
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spring 177 furthermore serve to resiliently bias the cam locking members 160,
160' (FIGURE 3)
into locked engagement with the gate 50. As such, the lock mechanism 150 is
normally urged
into a self-engaging and locked condition relative to the gate 50. Of course,
the operating handles
152, 154 can be readily displaced against the action of the spring 177.
Moreover, other designs
for mechanism 176 would equally suffice in addition to or in lieu of spring
177. For example,
suitably counterbalancing the rockshaft 158 would likewise suffice to normally
urge the lock
mechanism 150 into a locked condition relative to the gate 50 and the pan
assembly or second
element 70 of the gate assembly 30.
Returning to FIGURE 3, and as known in the art, each end of the operating
shaft assembly
130 of drive mechanism 100 is journaled for rotation within an axially
elongated hub 133
projecting outwardly and away from the frame extensions 52 and 54 of the rigid
frame 32. In a
most preferred form, the inner ends of the operating handles 134 of operating
shaft assembly 130
are journaled for rotation within the axially elongated hubs 133.
As illustrated in FIGURE 13, and in a preferred form, each operating handle
152, 154 of
lock mechanism 150 is maintained in a proper self-engaging position or
orientation after being
released by the operator and notwithstanding the effect of mechanism 176
thereon. As shown,
each operating handle 152, 154 preferably includes an additional arm 175
projecting away from
the axis 156 and toward the fixed axis 102 of the second drive mechanism 100.
As shown, the
axially elongated hub 133 projecting outwardly from the frame extensions 52,
54 of frame 32
furthermore includes a radial projection 179 which is designed and disposed to
engage a free end
of the arm 175 of the respective operating handle 152, 154 thereby limiting
the rotation of the
operating handles 152, 154 about axis 156 and, thus, properly maintaining each
operating handle
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152, 154 of lock mechanism 150 in a proper self-engaging position or
orientation after being
released by the operator and notwithstanding the effects of mechanism 176
thereon.
Returning to FIGURE 10, a preferred embodiment of gate assembly 30 is
configured with
a tamper seal arrangement for accepting a fracturable or breakable car seal
180 for providing a
quick and visually identifiable indicator whether the gate or first element 50
has been moved
toward and open position. In the embodiment illustrated in FIGURE 10, the
tamper seal
arrangement involves providing each capstan or operating handle 114 of
operating shaft assembly
I 10 with an enlarged radial portion 116 defining a throughbore or aperture
118 having a closed
margin. Although only one operating handle 152 of lock mechanism 150 is shown
in FIGURE
10, each operating handie 152, 154 of lock mechanism 150 defmes an opening 182
extending
therethrough and having a closed margin. More specifically, in the illustrated
embodiment, each
radially projecting arm 174 of each operating handle 152, 154 of lock
mechanism 150 defines the
hole or opening 182. This tamper seal design or arrangement permits the car
seal 180 to be
inserted through both openings 118 and 182 in a closed loop. Thus, the car
seal 180 must be
broken before the gate 50 may be opened and the presence of an unbroken car
seal 180 visually
indicates and signifies the contents of the hopper car 10 are intact.
Turning to FIGURE 14, seal structure 184 is provided for inhibiting debris and
insect
infiltration between the frame 32 of the gate assembly 30 and the second
element or pan assembly
70. As illustrated in FIGURE 14, a portion of the seal structure 184 involves
providing a seal 186
transversely across a lateral edge or portion of and movable with the second
element or pan
assembly 70 between the racks 146 and 148 carried on element or pan assembly
70. The seal 186
is arranged in sealing engagement with the flange-like configuration 47 at the
lower end of wall 40
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of frame 32 thereby sealing the gate assembly 30 across that end thereof. In
the illustrated form,
seal 186 is supported for movement with the pan assembly 70 by a depending arm
or bracket 188
provided on the second element 70. In the illustrated embodiment, arm 188 is
provided at the free.
or terminal end of the flange 86 provided on the second element or pan
assembly 70. A suitable
fastener 189, such as a threaded bolt and nut, can be used to releasably
secure the seal 186 to the
arm or bracket 188.
Seal 186 is preferably formed as an elongated and hollow elastomeric member
187.
Moveover, seal 186 advantageously allows for horizontal discontinuities of
either the arm 188 on
the pan assembly or second element 70 or the flange-like configuration 47 at
the lower ends of the
end walls 40 and 42 of frame 32. Moreover, seal 186 is advantageously
configured to automatically
re-energize through either open or close directions of movements of the
component or element of
the gate assembly 30 with which the seal 186 is operably associated.
Preferably, seal 186 is
configured and designed substantially similar to that disclosed in U.S. Patent
No. 6,263,803, issued
July 24, 2001.
In a preferred form, and as illustrated in FIGURE 15, another portion of seal
structure 184 is
provided by a seal 190 extending transversely across the upper surface 56 of
and toward an end of
the gate 50 opposite from seal 186 (FIGURE 14). Seal 190 is substantially
identical to seal 186
discussed above. In a preferred embodiment, seal 190 is removably mounted to
an exterior of and
extends generally parallel to the end wall 42 of frame 32. Moreover, seal 190
extends across the
upper surface of gate 50 and between the racks 126, 128 carried by the first
element or gate 50. A
series of spaced fasteners 191, such as bolts and nuts, serve to releasably
secure the seal
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190 to the frame 32 of the gate assembly 30. The primary purpose of the seal
190 is to inhibit
contamination and insect infiltration between the frame 32 of gate assembly 30
and the upper
surface 56 of gate 50 during transport and storage of hopper car 10.
As will be appreciated by those skilled in the art, and as illustrated in
FIGURE 15, the end
wall 40 of frame 32 of gate assembly 30 is required to have an opening or
elongated slot 192
extending transversely thereacross allowing for horizontal movements of the
gate 50 between
open and closed positions. Of course, the opening or slot 192 likewise
provides a conduit or
passage extending across and between the bottom or lower surface 58 of gate 50
and frame 32.
Opening or slot 192 would normally permit dust, dirt, moisture and related
debris to enter
between the second element or pan assembly 70 and the lower side of the gate
50 and, thus,
contaminate the lower side or surface 156 of the gate 50.
Accordingly, another portion of seal structure 184 is provided by a seal 194
extending
transversely across the lower surface 58 of the gate 50 and the frame 32 in a
manner sealing the
opening 192 to prevent contamination of the lower surface 58 of the gate 50.
Suffice it to say,
seal 194 is substantially similar to seal 186. In a preferred form, seal 194
is releasably mounted to
an exterior of and extends generally parallel to end wa1142 of frame 32.
Moreover, seal 194
extends across the lower surface 58 of the gate 50 and between the racks 128,
128 carried by the
first element or gate 50 (FIGURE 7). Furthermore, seal 194 extends across the
flange 88 of the
second element or pan assembly 70 arranged in vertically spaced association
with the gate 50 on
the gate assembly 30. As such, seal 194 advantageously functions as a
compression/wiper seal.
Seal 194 is advantageously configured to permit its energization in either
direction of movement
or travel of the elements 50, 70 with which it is in sealing contact.
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Another preferred feature of gate assembly 30 relates to providing a support
200 beneath
the gate 50 and, preferably, generally parallel to the direction of movement
of the gate 50 as
shown in FIGURE 16. Support 200 is preferably configured as part of frame 32.
The purpose of
support 200 is to inhibit the gate 50 from deflecting beyond a predetermined
limit under the
influence of the materials in the enclosure 12 of hopper car 10 pressing
downwardly thereon. As
will be appreciated by those skilled in the art, limiting the deflection of
gate 50 promotes sliding
movement of the gate 50 through the opening or slot 192 provided in the frame
32 of the gate
assembly 30 as the gate 50 moves between closed and open positions.
As will be appreciated, the material or lading within the hopper car 10
imparts a significant
downward force on the gate 50. In a preferred form, and as further shown in
FIGURE 16, an
ultra-high molecular weight polyethylene material 202 is disposed between an
underside or
bottom 58 of the gate 50 and the support 200 to reduce the coefficient of
friction between the
gate 50 and the support 200. That is, the purpose of the ultra-high molecular
weight polyethylene
material 202 is to promote sliding movement of the gate 50 relative to the
support 200
notwithstanding the significant weight placed upon the gate 50 by the
materials within the hopper
car 10.
Returning to FIGURE 3, the gate assembly 30 can further include a stationary
hood
structure or deflector 206 arranged between the upper surface 45 (FIGURE 2) of
the gate
assembly 30 and the upper surface 56 of the gate 50. In a preferred form, the
hood structure 206
extends directly over and extends in the same direction as the support 200.
The hood structure or
deflector 206 includes two angling sides 208 and 210 which are preferably
joined along a common
top edge 212 and angularly diverge away from each other as they extend
downwardly toward the
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gate 50. As known in the art, the purpose of the hood structure or deflector
206 is to lessen the
column load imparted to the gate 50 by the materials in the enclosure 12 of
the hopper car 10. Of
course, lessening the column load imparted to the gate 50 reduces the torque
requirements which
must be imparted to the drive mechanism 90 for moving the gate 50 from a
closed position,
whereat the gate 50 extends across the discharge opening 34 defined by the
frame 32 of the gate
assembly 30, and an open position.
As illustrated in FIGURES 8, 17 and 18, the open top pan assembly 70 further
includes a
movable inverted V-shaped deflector or hood 220 arranged in operable
combination therewith.
As known in the art, each side wall 71, 72 of the pan assembly 70 defines a
pair of laterally
aligned throughopenings or ports 224 extending therethrough (with only one
throughopening or
port being shown in side wall 71 in FIGURES 17 and 18). In the illustrated
embodiment, the
deflector or hood 220 extends laterally across the pan assembly 70 between the
ports 224. As
shown, the deflector or hood 220 is provided with downwardly angling slope
sheets 226 and 228
which are joined across an upper portion 230 and which angularly diverge
relative to each other
such that the deflector or hood 220 defines a tunnel-like passage 232 on the
underside of the
slope sheets 226, 228. Preferably, a rigid and stationary support 234 (FIGURES
17 and 18)
extends between the side walls 71, 72 of the pan assembly 70. The support 234
cooperates with
the underside of and supports the deflector or hood 220 along the length
thereof.
In the preferred form, the deflector or hood 220 is hingedly or rotatably
connected to the
bottom 76 of the pan assembly 70 thereby allowing the deflector 220 to be
moved from an
operation position, illustrated in FIGURES 7 and 17, to a non-operational
position, illustrated in
FIGURE 18. As shown, at least a lengthwise portion of the free or terminal
edge of slope sheet
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226 is hingedly joined to the pan assembly 70 in a manner permitting for
rotation and vertical
movement of the deflector or hood 220 about a generally horizontal axis. In
the illustrated
embodiment, the free or terminal edge of slope sheet 228 is supported above
the bottom 76 of the
pan assembly 70 thereby defining an elongated lengthwise opening 236 (FIGURE
8) leading to
the passage 232 of the deflector 220 and, ultimately, leading to the ports
224. In a preferred
form, one or more spaced lugs 238 are provided along the bottom 76 of the pan
assembly 70 for
maintaining the free or terminal edge of the slope sheet 228 in elevated
relation relative to the
bottom 76 of the pan assembly 70. Tests have revealed the hood-like design of
deflector 220
enhances the pneumatic discharge of materials from the enclosure 12 of the
hopper car 10.
Returning to FIGURE 8, a first transition tube or hopper discharge outlet 240
is
connected to and extends laterally from the side wa1171 of the open top pan
assembly 70. As will
be appreciated by those skilled in the art, the innermost end of the first
transition tube or outlet
240 is contiguous with and in material receiving relation relative to the port
or opening 224
defined in the side wall 71 of the pan assembly 70. A second transition tube
or hopper discharge
outlet 242 is connected to and extends laterally from the side wall 72 of the
open top pan
assembly 70. As will be appreciated by those skilled in the art, the innermost
end of the first
transition tube 242 is contiguous with and in material receiving relation
relative to the port or
opening 224 defined in the side wall 72 of the pan assembly 70. In a preferred
form, the transition
tubes or outlets 240 and 242 are substantially identical relative to each
other. Accordingly, only
transition tube or outlet 240 will be discussed in detail.
As known in the art, an outer end of each discharge outlet 240, 242 is shaped
to conform
with a standardized coupling or connector of pneumatic lading withdrawal
equipment (not
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shown). The exemplary embodiment contemplates configuring the free end of each
outlet 240,
242 with a tubular and cylindrical cross-section. During pneumatic withdrawal
of the lading from
the enclosure 12 of the hopper car 10 (FIGURE 1), the pneumatic lading
withdrawal equipment
provides a vacuum which functions to draw the lading or material into the
tunnel-like passage 232
(FIGLTRE 17) defined by the hood or deflector 220, through one of the ports
224, and thence
through the associated one of the transition tubes 240, 242, and then through
the pneumatic
lading withdrawal equipment itself, which then deposits the lading or
materials removed from the
enclosure 12 of the hopper car 10 in a remote hopper or other storage
facility.
Suffice it to say, and as illustrated in FIGURES 8 and 19 through 21, each
tubular outlet
240, 242 defines a generally vertical abutment surface 246 disposed inwardly
from a free or
terminal end of each tubular outlet 240, 242. Suffice it to say, the generally
vertical abutment
surface 246 projects radially outwardly from and about the circular and
tubular cross-sectional
configuration of the respective tube 240, 242. In a preferred form, surface
246 is provided by a
vertical flange 247 disposed along the length of each tubular outlet 240, 242
inwardly from a free
end thereof. Suitably shaped gussets 248, disposed on opposed sides of and
extending between
an inner side of each flange 247 and the respective horizontal side of the
respective transition tube
240, 242, add strength and rigidity to the flange-like structure 247.
Each transition tube or hopper discharge outlet 240, 242 has an assembly or
sealing
arrangement, generally indicated by reference numera1250 in FIGURES 7 and 18
through 25, for
selectively closing the free or discharge end of each tubular outlet 240, 242.
That is, and
depending upon the relation of assembly 250 relative to the free end of the
respective tubular
outlet 240, 242, the pan assembly 70 of gate assembly 30 is conditioned for
either pneumatic
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discharge of lading or material from the enclosure 12 of hopper car 10 (FIGURE
1) or for
transport between locations.
Each closure assembly 250 includes an end cap or cover 252. In a closed
position,
schematically represented in FIGURES 19 and 25, the end cap or cover 252 fits
about and
partially along to cover a free end of the pneumatic discharge outlet 240,
242. The cap or over
252 is sealed against the abutment surface 246 on each outlet tube 240, 242.
The seal is
maintained by a gasket 254 forming part of the closure assembly 250. As will
be appreciated,
gasket 254 is interposed between the cover 252 and the abutment surface 246 on
the outlet tube
240, 242 when the cap 252 is in the closed position thereby inhibiting
contaminants from passing
between the cover 252 and the respective transition tube and into the open top
pan assembly 70.
In the illustrated embodiment, the free end of the respective transition tube
240, 242 has a
hollow cylindrical cross-sectional configuration. Accordingly, the end cap or
cover 250 likewise
has a cylindrical cross-sectional configuration and the abutment surface 246
has a generally
annular configuration extending radially outwardly from a respective outlet
tube 240, 242. Of
course, if the free end of the transition tube 240, 242 were otherwise
configured, i. e. in a semi-
circular design for example, the cross-sectional configuration of the end cap
or cover 150 and the
abutment surface 246 would likewise be modified to close and seal the free end
of the respective
transition tube 240, 242.
Another unique aspect of the present invention involves the ability of an
operator to use
only one hand to move the cap or cover 252 between a first or closed position
and a second or
open position while retaining the end cap or cover 252 in operative
association with the respective
transition tube 240, 242. The closed position for the end cap or cover 252 is
illustrated in solid
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lines in FIGURES 19 through 21. The second or open position for the end cover
252 is
illustrated in FIGURE 8.
The cover 252 of each closure assembly 250 is movably connected at one side to
the
flange-like structure 247 to allow for both sliding and rotational movement of
the cap or cover
252 relative to the free or terminal end of the outlet tube 240, 242. As
illustrated in FIGURES
19 through 22, structure 256 operably interconnects the cap or cover 252 to
one side of the
respective flange 247 on each outlet tube 240, 242. Structure 256 serves
multiple purposes.
First, structure 256 serves to maintain a respective cap 252 in operable
engagement with the
respective outlet tube 240, 242. Second, structure 256 is configured to permit
both pivotal and
lengthwise movements of the cap 252 relative to the abutment surface 256
thereby facilitating
one-handed operation of each closure assembly 250, if desired. Moreover,
structure 256 serves
to cam the closure cap or cover 252 into the closed position thereby promoting
the tightness of
the seal formed between the cap 252, the gasket 254 and the abutment surface
246 while
furthermore promoting release of the closure cap 252 from the closed position
with the outlet
tube 240, 242 to allow for pneumatic discharge of material or lading while
reducing the risk of
potential damage to the gasket 254 thereby promoting the life of the gasket
254.
In the illustrated form, structure 256 includes vertically spaced cap mounting
flanges 257,
258 projecting to one side of the cap 252. The flanges 257, 258 generally
correspond in
configuration and define a catch or cam 260 at the outer terminal free end
thereof. As illustrated,
and as they extend away from the cap 252, the flanges 257, 258 are generally
planar in
configuration and, in the illustrated form, are horizontally disposed to
opposite vertical and
generally parallel surfaces 261, 263 of and embrace a cap mounting bracket 262
extending, in the
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CA 02592536 2007-07-10
illustrated embodiment, away from the flange-like structure 247 on each outlet
or transition tube
240, 242.
As shown in FIGURE 23, the cap mounting bracket 262 defines an elongated slot
266.
Structure 256 further includes a vertically elongated pin or fastener 268
which passes endwise
through the cap mounting flanges 257, 258 and through the slot 266 in the cap
mounting bracket
262 thereby controlling and limiting movements of the end cap or cover 252 as
the cover 252
moves between the open and closed positions. As will be appreciated, opposite
ends of the
elongated slot 266 define stops 267 and 269 (FIGURE 23) which serve to limit
movements of the
end cap or cover 252 toward and away from the abutment surface 246 on the
outlet tube 240,
242.
Structure 256 further includes a generally upright cam lock pivot pin 270
disposed in
predetermined relation relative to the abutment surface 246 on each outlet or
transition tube 240,
242. In the illustrated form, the cam lock pivot pin 270 is connected to and
extends generally
normal to the cap mounting bracket 262. As shown in FIGURE 21, the cam lock
pivot pin 270
extends vertically past the upper and lower surfaces 261, 263 of the cap
mounting bracket 262.
At least that portion of the cam lock pivot pin 270 extending vertically past
the upper and lower
surfaces 261 and 263, respectively, of the cap mounting bracket 262 is
provided with a canuning
surface 272 disposed a predetermined distance from the abutment surface 246 on
each outlet tube
240, 242.
As illustrated in FIGURES 23, the catch or cam 260 defined by the flanges 257,
258
cooperate with the camnung surface 272 on the cam lock pivot pin 270 as the
cap or cover 252
approaches the closed position to effect sealing of the cap or cover 252 to
the respective outlet
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tube 240, 242. As will be appreciated, the cam 260 on each flange 257, 258
defines a cam surface
274 which is complimentary to cam surface 272 on the cam lock pivot pin 270
and is disposed a
predetermined distance from an innermost edge 275 (FIGURE 23) of the
respective end cap or
cover 252. As illustrated, the catch or cam 260 on each cap 252 is
specifically configured to
permit the catch 260 to wrap partially around and about the cam surface 272 on
the cam lock
pivot pin 270 as the cap 252 is moved toward the closed position and, yet,
permits the catch 260
to readily disengage from the cam surface 272 on the cam lock pivot pin 270 as
the cap 252 is
moved toward the open position. As will be appreciated, the camming surface
274 on the catch
260 acts in operative combination with the canuning surface 272 on the cam
lock pivot pin 270 to
properly position the inner most edge 275 of the cap 252 relative to the
abutment surface 246 as
the cap 252 moves toward a closed condition or position thereby compressing or
driving the
gasket 254 with a predetermined and measured force sufficient to establish a
predetermined
compressive force to seal the closure cap 252 and the outlet or transition
tube 240, 242.
Arranged in generally diametrically opposed relation from but for operable
combination
with structure 256 is a retainer apparatus 280 for releasably securing the cap
252 in a closed or
transport position. As illustrated in FIGURES 19 through 21 and 24, retainer
apparatus 280
includes a flange 282 extending from cap 252 in a direction opposed to flanges
257, 258 and
defining an open ended slot or groove 284 (FIGURE 25) which opens to the side
of the cap 252.
When the cap or cover 252 is in a closed position, the flange 282 thereon
extends generally
parallel with the flange-like structure 247 on each transition tube 240, 242.
In the exemplary embodiment illustrated in FIGURES 19 and 25, retainer
apparatus 280
furthermore includes a two-piece swivel type retainer including a threaded
fastener 286 and an eye
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bolt 288. The threaded fastener 286 is operably associated with the flange-
like structure 247 and
rotates about a fixed generally vertical axis 287. As shown, fastener 286
includes a free ended
threaded shank 289. In the illustrated embodiment, the flange-like structure
247 on each
transition tube 240, 242 of the pan assembly 70 includes a clevis-like
structure 290 which projects
outwardly away from the flange-like structure 247. One end of the threaded
fastener 286 is
embraced between the parallel arms of the clevis 290 and is permitted to turn
about the axis 287.
As will be appreciated by those skilled in the art, the fastener 286 is
rotatably secured to the
flange-like structure 247 on each transition tube 240, 242 such that the
threaded shank 289 of the
fastener 286 is permitted to align with and freely pass into the open end of
the slot 284 on the
flange 282 (FIGURES 23 and 24).
As will be appreciated, the eye bolt 288 combines with the threaded shank 289
and the
flange 282 on the respective cap 252 to releasably maintain the end cap or
cover 250 in the closed
position. Of course, to open the end cap 252, an operator merely needs to
rotate the eye bolt 288
until the fastener 286 of the retainer apparatus 280 is free to rotate about
axis 287. Thereafter,
the retainer apparatus 280 is conditioned to allow the end cap 252 to be moved
from the closed
position to the open position in a manner permitting one-handed operation to
open or close the
erid cap 252 relative to a respective transition tube 240, 242. Of course, and
even after the
retainer apparatus 280 is released from operable association with the end cap
252, the retainer
apparatus 280 remains operably associated with the flange-like structure 247
on each transition
tube 240, 242 thereby inhibiting inadvertent loss of the retainer apparatus
280.
In the embodiment illustrated in FIGURES 19 and 20, the flange 282 on each end
cap 250
is provided with one or more openings 290 extending therethrough and which are
arranged in
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proximate relation to the eyebolt 288. As illustrated in FIGURES 19 and 20,
the apertures or
openings 290, in combination with the eyebolt 288, permit insertion of a
security seal 292. As
will be readily appreciated, the security seal 292 provides a visual indicator
on whether the end
cap 252 has been tampered with at any time prior to pneumatic discharge of
material through the
related outlet tube 240, 242 of the pan assembly 70.
One advantage offered by the gate assembly 30 of the present invention relates
to the
unique ability to unload lading or material from the enclosure 12 of the
hopper car 10 (FIGURE
1) as by gravity or pneumatically whichever best suits the needs of the end
user. Moreover, and
because the gate assembly 30 of the present invention is preferably
manufactured or fabricated
from FDA approved materials, the gate assembly 30 of the present invention
readily lends itself to
transport of food stuff or food grade material.
During transport of the hopper car 10 between locations, the lock mechanism
150
maintains the gate 50 of gate assembly in the closed condition thereby
inhibiting inadvertent loss
of materials or lading from the hopper car 10. One of the salient features
involving lock assembly
150 relates to the ability of the single lock mechanism 150 to not only
maintain the gate 50 of the
gate assembly 30 in the closed position, but at the same time, the lock
mechanism 150 serves to
maintain element or pan assembly 70 in the closed position. As will be
appreciated from an
understanding of the invention, the unique ability of the lock mechanism 150
to serve this dual
function is facilitated by arranging the operating shaft assemblies 110 and
130 of drive
mechanisms 90 and 100, respectively, in horizontally adjacent relation
relative to each other.
More specifically, the horizontally adjacent arrangement of the operating
shaft assemblies 110 and
130 allows the lock mechanism 150 to be disposed therebetween, thus, allowing
one mechanism
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150 to service both drives 90 and 100.
Of course, arranging the operating shaft assemblies 110 and 130 in
horizontally adjacent
relation relative to each other furthermore reduces the height profile or
effective height between
the upper surface 45 and lower surface 75 of the gate assembly 30 and, thereby
provides
enhanced ground clearance for the gate assembly 30 relative to the roadbed.
Moreover, having
each operating shaft assembly 110 and 130 rotate about a fixed axis readily
]ends the gate
assembly 30 of the present invention to use with powered drivers to open and
close the first and
second elements 50 and 70 of the gate assembly 30 relative to the discharge
opening 34. Having
each operating shaft assembly 110, 130 of the gate assembly 30 rotate about a
fixed axis
furthermore advantageously allows the force inputted to the operating shaft
assembly 110, 130 to
be transferred to the frame 14 of the railroad car 10 as long as the axes
92,102 are disposed
proximate to the end wall 42 of the gate frame 32. Furthermore, providing the
two separately
operated shaft assemblies 120, 130 for rotation about fixed axes 92, 102,
respectively,
advantageously permits independent operation of the two elements 50 and 70
while concurrently
permitting an operator to validate the cleanliness of commodity contacting
surface areas on the
elements 50, 70 as the elements 50, 70 move between positions.
Assuming the gate 50 of the gate assembly 30 is to be opened to permit the
car's contents
to be discharged gravitationally, one of the first steps would be to remove
the security or tamper
seal 180 maintaining the operating handles 152, 154 of the lock mechanism 150
in a locked
condition or position. Of course, removal of the seal 180 permits the lock
mechanism 150 to be
released or conditioned in an unlocked position thereby unlocking the open top
pan assembly 70.
In the illustrated embodiment, the lock mechanism 150 is released by rotating
either operating
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handle 152, 154 in the direction of the arrow illustrated in FIGURE 12 from
the solid line position
to the dash line position.. With the illustrated embodiment, this is easily
effected by grasping the
projection or arm 174 and rotating either handle 152, 154 about the fixed
rotational axis 156. As
may be appreciated, arranging the operating handles 152, 154 laterally outside
of the frame 34 of
the gate assembly 30 facilitates both physical and visual access to the lock
assembly 150.
As illustrated schematically in FIGURE 12, rotation of the operating handles
152, 154 of
lock mechanism 150 removes the peripheral surface 172 from the predetermined
path of travel of
or contract with that portion 173 of the pan assembly 70 operable in
conjunction with the lock
assembly 150 for maintaining the second element or pan assembly 70 in the
closed position. In
the illustrated embodiment, and as the operating handles 152, 154 are moved to
the unlocked
position (shown in dash lines in FIGURE 12), the location whereat the spring
177 attaches to the
operating handles 1652, 154 moves from one side of the rotational axis 156
over center and to an
opposite side of the rotational axis 156. Accordingly, and after the handles
are moved to the dash
line position illustrated in FIGURE 12, spring 177 serves to releasably hold
the operating handles
152, 154 in the unlocked condition.
With the lock mechanism 150 in an unlocked or released position, the pan
assembly 70 can
be moved to an open position and from beneath the gate 50 of the gate
assembly. Movement of
the pan assembly 70 is effected as through operation of drive mechanism 100.
In the illustrated
embodiment, the operating shaft assembly 130 of drive mechanism 100 is rotated
about the fixed
axis 102. Rotation of the drive mechanism 100 is converted to linear fore-and-
aft movement of
the second element or pan assembly 70 of the gate assembly 30 as through the
rack and pinion
assembly 140. More specifically, rotation of the operating shaft assembly 130
causes the racks
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CA 02592536 2007-07-10
146 and the second element or pan assembly 70 to move concomitantly relative
to the frame 32 of
the gate assembly 30. Notably, the racks 146 of the rack and pinion assembly
140 are disposed
laterally outwardly from the discharge opening 34 of the frame 32 of the gate
assembly 30 so as to
not interfere with the sealing engagement of seal structure 184 along the
underside or bottom 58
of the gate 50.
Besides having the operating shafts 110 and 130 of drive mechanisms 90 and
100,
respectively, arranged in horizontally adjacent relation relative to each
other, in a preferred form
of the invention, the operating shafts 110 and 130 each turn in the same
direction to effect
opening and closing movements of the respective elements 50 and 70. As will be
appreciated by
those skilled in the art, the ability to operate the operating shafts 110 and
130 in the same
direction relative to each other so as to move the elements 50 and 70 in a
particular direction
simplifies operation of the gate assembly 30 while eliminating costly human
errors.
Returning to FIGURE 12, movement of the open top pan assembly or second
element 70
of the gate assembly 30 carries therewith the aligned extensions 173 arranged
to cooperate with
the lock mechanism 150. The second element or pan assembly 70 of the gate
assembly 30 is
moved in a linear direction relative to the frame 34 a sufficient amount or
until stops 147 limit
continued movement of the second element or pan assembly 70 toward the open
position.
In the preferred form, the lock assembly 150 is configured to automatically
return to a
locked condition in timed relation relative to movement of the second element
or pan assembly 70
toward an open position or condition. With the lock assembly 150 being
automatically returned
to a locked condition following a predetermined amount of movement of the
second element or
pan assembly 70 toward an open position, the cam locking members 160 and 160'
(FIGURE 11)
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carried on the rockshaft 156 are automatically returned to a position whereby
they inhibit
inadvertent movement of the gate 50 toward an open position.
In the illustrated embodiment, and after the operating handles 152, 154 of
lock mechanism
150 are moved to an unlocked position (shown in dash lines in FIGURE 12), the
arm 175 of each
operating handle 152, 154 of lock mechanism 150 is positioned in the path of
movement of that
portion (extensions 173) of the second element or pan assembly 70 normally
engaged by the lock
mechanism 150 when the second element or pan assembly 70 is in the closed
condition or
position. Accordingly, and as the second element or pan assembly 70 moves
toward an open
position, each extension 173 of element 70 engages and rotates the arm 175 of
each operating
handle 152, 154 against the action of spring 177 in a direction whereby
automatically returning
the operating handles 152, 154 of lock mechanism 150 to a locked condition. Of
course, as the
operating handles 152, 154 move toward their locked position, the spring 177
again is moved
overcenter and, thus, promotes movement of the operating handles 152, 154 to
their locked
condition. The operating handles continue their movement toward the locked
condition or
position until the arm 175 of each operating handle 152, 154 engages the
radial extension or
projection 179 (FIGURE 13) on the hub 133 thereby limiting further rotational
movement of the
operating handles 152, 154 about axis 156.
With the second element or pan assembly 70 in an open position, it is now
possible to
open the gate 50 thereby conditioning the gate assembly 30 for gravitational
discharge of the
lading from the enclosure 12 of hopper car 10. As mentioned above, in a
preferred embodiment,
lock mechanism 150 is automatically returned to a locked condition after
element 70 is moved to
an open position thereby inhibiting inadvertent movement of the gate 50 toward
an open position.
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CA 02592536 2007-07-10
Accordingly, before gate 50 can be moved toward an open position, the lock
mechanism 150
must be again purposefully released from its closed or locked position as
through rotation of the
handles 152, 154 in the direction of the arrow illustrated in FIGURE 12. As
mentioned, release of
the lock mechanism 150 can be effected as through grasping and rotating the
projection or arm
174 on the operating handles 152, 154 or by grasping the arm or projection 164
on the cam
locking members 160, 160'. As will be appreciated from an understanding of
this embodiment,
rotation of the operating handles 152, 154 causes the rockshaft 156 to rotate,
thus, rotating the
cam locking members 160, 160' from the solid line position illustrated in
FIGURE 11 to the dash
line position illustrated in FIGURE 11. In the released or dash line position
illustrated in FIGURE
11, the peripheral surface 162b of the cam locking members 160, 160' is
removed from the path of
travel of the gate 50 and, thus, element or gate 50 is free to move toward an
open position.
Movement of element or gate 50 is effected as through operation of drive
mechanism 90.
In the illustrated embodiment, the operating shaft assembly 110 of drive
mechanism 90 is rotated
about the fixed axis 92. Rotation of the drive mechanism 90 is converted to
linear fore-and-aft
movement of element or gate 50 of the gate assembly 30 as through the rack and
pinion assembly
120. More specifically, rotation of the operating shaft assembly 110 forcibly
causes the racks 126
and element or gate 50 to move concomitantly relative to the frame 32 of the
gate assembly 30
toward an open position. The element or gate 50 is opened to an extent
allowing lading to
gravitationally fall from the hopper car 10 at a controlled rate or the gate
50 is opened until the
stops 125 operably associated with rack and pinion assembly 120 limit further
movement of the
gate 50 toward an open position. In an open position, the gate 50 is removed
from across the
discharge opening 34 of the frame 32 thereby permitting the gravitational
discharge of material or
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CA 02592536 2007-07-10
lading from the enclosure of the hopper car 10. Notably, the racks 126 of the
rack and pinion
assembly 120 are disposed laterally outwardly from the discharge opening 34 of
the frame 32 of
the gate assembly 30 so as to not interfere with the sealing engagement of the
seal structure 184
along the underside or bottom 58 of the gate 50.
As mentioned above, the lading or material within the hopper car 10 imparts a
significant
downward load or force on the gate 50 of the gate assembly 30. In an effort to
enhance the
openability of the gate 50 from the closed position, and in an effort to
reduce the torque required
to open the gate 50, the hood structure or deflector 206 is provided across
and over the discharge
opening 34 defined by the gate assembly 30. As will be appreciated, the
downward force on the
gate 50 is, at times, significant enough to cause the gate 50 to bow or bend.
Of course, forcibly
moving a bent or bowed gate through the opening or slot 192 in the frame 34
(FIGURE 15) of
the gate assembly can add to the difficulty and problems in fully opening the
gate 50 not to
mention the added torque requirements needed to fit the bowed gate through the
slot or opening
192 in the frame 34 of the gate assembly 30. Testing has revealed the
deflector 206 assists in
distributing the column load placed upon the gate 50 by the lading within the
enclosure 12 of the
hopper car 10.
In a preferred form, the frame 34 of the gate 30 is provided with the support
200
extending thereacross. As will be appreciated from an understanding of this
disclosure, the
support 200 limits the vertical displacement of the gate 50 relative to the
frame 34. The addition
of the ultra-high molecular weight materia1202 between the undersurface or
bottom 58 of the
gate 50 and the support 200 furthermore enhances the ability to move the gate
50 toward an open
position notwithstanding the significant weight added thereto from the lading
in the hopper car
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CA 02592536 2007-07-10
10.
Furthermore, the preferred design of gate assembly 30 contemplates elevating
the racks
126,128 of rack and pinion assembly 120 used to move the gate 50 to lessen the
coefficient of
friction between the rack and pinion assembly 120 and the frame 34 as the gate
50 moves toward
an open position. Again, the addition of ultra-high molecular weight material
127 between the
racks 126 of the rack and pinion assembly 120 furthermore reduces the
coefficient of friction
between the rack and pinion assembly 120 and the frame 34 as the gate 50 moves
toward an open
position.
As mentioned above, lock assembly 150 is preferably designed to automatically
return to a
locked condition. As will be appreciated from an understanding of this
disclosure, after element
or gate 50 moves toward an open position, the cam locking members 160, 160'
tend to rotate in a
counterclockwise direction (as seen in FIGURE 11) but are inhibited from
returning completely to
their locked position or condition (illustrated in solid lines FIGURE 11).
That is, after the gate or
element 50 passes beneath the cam locking members 160, 160' in a direction
toward an open
position, the cam locking members 160, 160' are limited in their return travel
as by the peripheral
surface 162b thereof riding or resting on the upper surface 56 of the gate 50.
The cam locking
members 160, 160' essentially remain in this position during the reminder of
the opening of
element or gate 50, and also as the element or gate 50 returns to the closed
position illustrated in
FIGURE 11. As element or gate 50 continues to move in a closing direction (to
the left as seen in
FIGURE 11), it will ultimately move to the closed position at which position
the edge of the gate
or element 50 passes from beneath the cam locking members 160, 160'. When this
occurs, the
ability of the lock mechanism 150 to automatically return to the locked
condition automatically
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CA 02592536 2007-07-10
returns the cam locking members 160, 160' to the position (illustrated in
solid lines in FIGURE
11) whereat the peripheral surface 162b again self-engages a portion of
element or gate 50 in a
manner inhibiting inadvertent movement of element or gate 50 toward the open
position.
To effect vacuum or pneumatic unloading of the lading from the hopper car 10,
the
closure assembly 250 on both ends of the transition or outlet tubes 240, 242
of pan assembly 70
are opened and a vacuum intake (not shown) is connected to one of the outlet
tubes 240, 242.
Thereafter, the gate or first element 50 is opened in the manner described
above to allow lading or
materials to fall into the chamber 77 of the open top pan assembly 70. As will
be appreciated by
those skilled in the art, air is admitted through the opposite outlet tube and
flows through the
passage 232 defined by the deflector or hood 220 to the vacuum intake. Lading
particles or
material in the hopper pass through the elongated lengthwise opening
2361eading to the passage
232 defined by the hood 220 where the air flow carries the particles through
the passage 232 from
whence they are drawn to the vacuum intake.
After the lading or material is pneumatically withdrawn from the hopper car
10, the gate
50 of the gate assembly 30 may be returned to its closed position and the pan
assembly 70 is
moved to the open position. The lock assembly 150 serves in the same manner
described above
to releasably lock or maintain the gate 50 in the closed position. After again
releasing the lock
assembly 150, the pan assembly 70 is moved to the open position to allow any
residue materials
remaining in the pan assembly 70 to be removed and cleaned therefrom. The
ability to move or
rotate the deflector or hood 220 from the position illustrated in FIGURE 17 to
the position
illustrated in FIGURE 18 facilitates cleaning of the pan assembly 70.
Following cleaning thereof, the pan assembly 70 is returned to the closed
position whereat
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CA 02592536 2007-07-10
it is releasably locked in place by the lock mechanism 150. Hingedly mounting
the deflector 220
to the pan assembly serves many purposes. As mentioned, hingedly mounting the
deflector or
hood 220 to the pan assembly 70 allows the deflector or hood 220 to be moved
to facilitate
cleaning of the pan assembly 70. Moreover, hingedly connecting the hood 220 to
-the pan
assembly 70 maintains the hood or deflector 220 in position relative to the
ports or openings 224
leading from the pan assembly 70. Additionally, hingedly mounting the
deflector or hood
structure 220 to the pan assembly 70 inhibits inadvertent damage to the hood
structure 220. That
is, should the hood structure 220 remain in an open position as the pan
assembly 70 moves
toward the closed position, the hinged connection with the pan assembly 70
allows the hood
structure 220 to automatically pivot into place thereby reducing the
likelihood of damage thereto.
The closure assembly 250 associated with each outlet tube 240, 242 of the pan
assembly
70 furthermore facilitates pneumatic discharge of material from the hopper car
10. With the
closure assembly 250, one-handed operation of each closure assembly 250 can be
effected.
Moreover, the cam structure 260 associated with each closure assembly 250,
when operated in
combination with the retainer apparatus 280, allows for a substantially
equally distributed force to
be applied to the gasket 254 used to seal the closure assembly 250 relative to
the respective outlet
tube 240, 242. Moreover, the preferred design of the closure assembly 250
retains the end cap or
cover 252 in operable association with the respective outlet tube whether the
cap 252 is in an
open position or a closed position.
From the foregoing, it will be observed that numerous modifications and
variations can be
effected without departing from the true spirit and novel concept of the
present invention.
Moreover, it will be appreciated the present disclosure is intended to set
forth exemplifications of
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CA 02592536 2007-07-10
the invention which are not intended to limit the invention to the specific
embodiments illustrated.
Rather, this disclosure is intended to cover by the appended claims all such
modifications and
variations as fall within the spirit and scope of the claims.
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