US20030079642A1 - Chafing reduction device for a center beam railway car - Google Patents
Chafing reduction device for a center beam railway car Download PDFInfo
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- US20030079642A1 US20030079642A1 US10/001,930 US193001A US2003079642A1 US 20030079642 A1 US20030079642 A1 US 20030079642A1 US 193001 A US193001 A US 193001A US 2003079642 A1 US2003079642 A1 US 2003079642A1
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- lading
- center beam
- railway car
- roller
- beam structure
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D3/00—Wagons or vans
- B61D3/16—Wagons or vans adapted for carrying special loads
- B61D3/166—Wagons or vans adapted for carrying special loads for carrying very heavy loads
Definitions
- the invention relates generally to a center beam railway car, and particularly to a center beam railway car adapted for reducing chafing of lading.
- Center beam railway cars typically comprise a floor surface supported by a pair of trucks, a bulkhead disposed proximate each end of the car, and a longitudinally extending vertical center beam structure. Lading is usually placed on the floor surface along both sides of the center beam structure. If the lading is in bundles, multiple bundles are typically stacked up to the height of the center beam structure. The lading is usually stacked against the center beam structure to provide lateral support therefor.
- An example of a center beam railway car is disclosed in U.S. patent application Ser. No. 09/635,978, filed Aug. 9, 2000.
- straps or cables may extend over the lading.
- the straps or cables exert most of their forces on the uppermost bundles of lading, urging the uppermost bundles both downward and inward against the center beam structure.
- chafing can occur between the bundles of lading and the railway car.
- the top 12′′ to 18′′ of the uppermost bundles are subject to considerable chafing. Chafing may result in undesirable damage to the lading.
- the lading comprises bundles of lumber wrapped in plastic sheeting
- the innermost piece or pieces of lumber on the uppermost bundle may rub against the center beam structure and become damaged.
- the plastic sheeting may tear due to the chafing or rubbing, allowing moisture into the wrapped bundle of lumber.
- the lumber may become marred with mildew or mold if moisture enters the bundle through a torn plastic wrapping. Damage to the lading caused by chafing contact with the center beam structure may be even more substantial on trips of greater length.
- Chafing between the lading and the center beam structure may not only damage the lading, but also the center structure.
- the center beam structure like the majority of the railway car, is usually painted to help protect the railway car from rusting.
- the paint may rub off or become worn away, exposing the steel underneath to rusting.
- a rusty center beam structure may cause undesirable rust staining of any exposed lumber rubbing thereagainst.
- the chafing may be largely due to movement of the lading relative to the center beam structure of the railway car. This movement may be both vertical and horizontal. The relative movement may be due to either or both shifting of the lading and flexure of the center beam structure. The movement of the center beam structure relative to the remainder of the car can be particularly acute near the top of the structure, and near the longitudinal midpoint of the structure.
- chafing may be reduced by reinforcing center beam structures to reduce movement of the structure relative to the remainder of the railway car during transportation. While reinforced center beam structures may reduce movement of the structure, they add significantly to the weight of the railcars and may reduce the total weight of lading that can be transported. Furthermore, unless all relative movement between the lading and the center structure is eliminated, chafing may still occur.
- a center beam railway car is provided that is adapted to reduce chafing between lading and a center beam structure.
- the railway car may include apparatus to significantly reduce or eliminate chafing of the lading due to both vertical and horizontal relative movement between the lading and the center beam structure.
- chafing between the center beam structure and the lading may be reduced by providing roller members between the center structure and the lading.
- the roller members may be adapted to reduce or eliminate friction between the lading and the center structure.
- the rollers may be mounted to the center beam structure such that friction is reduced due to both horizontal and vertical relative movement between the lading and the center structure.
- the roller may comprise a roller member rotatably mounted around a shaft.
- the roller member may comprise a hollow cylinder having an outer surface for contacting the lading and an inner bore for receiving the shaft.
- the shaft has a diameter smaller than the inner bore of the roller member to provide sufficient clearance therebetween to allow the roller to freely rotate relative to the shaft.
- One or more bearings or bushings may be disposed between the shaft and the roller member to reduce friction therebetween.
- the bushing may comprise a non-metallic polymer sleeve for reducing maintenance. Opposing ends of the shaft may be fixed relative to the center beam structure.
- the center beam structure may comprise a plurality of upstanding vertical post members having a top chord connecting their upper ends. Diagonal brace members may be arranged between adjacent or other select post members to further strengthen the structure.
- the shafts of the rollers may be mounted between the vertical post members with brackets.
- brackets may be desirable because minimal modifications to the center beam structure may be required, simplifying the retrofitting of existing center beam railway cars with the rollers of the invention.
- Horizontal lower brackets may be provided between adjacent post members for supporting the lower ends of the shafts.
- a hollow tube may extend upwardly from the lower bracket for receiving the lower end of the shaft to secure the shaft relative to the lower bracket.
- a horizontal upper bracket may be welded between downwardly extending legs of the top cord for supporting the upper end of the shaft.
- the upper bracket may include a hole for insertion of the upper end of the shaft.
- the roller member may have a recess at either its upper end, lower end, or both ends for receiving a spring.
- each spring biases the roller member either downwardly or upwardly relative to the shaft, allowing the roller member to translate vertically to accommodate vertical movement of the lading relative to the center beam structure.
- the spring may assist in maintaining the roller securely mounted between the upper and lower brackets. For example, to insert the roller the upper end of the shaft may be pushed upward into the aperture formed in the upper bracket until the lower end of the shaft is able to clear the tube on the lower bracket for insertion therein. The spring will then bias the roller member into a preferred orientation relative to the lower bracket.
- FIG. 1 is a side elevation view illustrating a center beam railway car in accordance with an embodiment of the invention
- FIG. 2 is a detail side elevation view of portions A and B of the center beam structure of the railway car of FIG. 1;
- FIG. 3 is a sectional view of the center beam structure taken along line 3 - 3 of FIG. 2;
- FIG. 4 is a sectional view of the center beam structure taken along line 4 - 4 of FIG. 2;
- FIG. 5 is a sectional view of the center beam structure taken along line 5 - 5 of FIG. 4;
- FIG. 6 is a side elevation view illustrating a roller of FIG. 2;
- FIG. 7 is a sectional view of a roller of FIG. 6 taken along line 7 - 7 ;
- FIG. 8 is a sectional view of a pair of rollers mounted to a Z-shaped post.
- the invention is preferably embodied in a center beam railway car 1 adapted for reducing chafing between lading 8 and a center beam structure 10 .
- Preferred embodiments of the invention, wherein a roller 50 is positioned between at least some of the lading 8 and the center beam structure 10 to accommodate both horizontal and vertical relative movement therebetween, are discussed below.
- FIGS. 1 - 7 illustrate a center beam railway car 1 adapted for reducing chafing in accordance with embodiments of the invention.
- the railway car 1 is provided with a plurality of rollers 50 between the center beam structure 10 and the lading 8 to reduce friction therebetween. At least some of the lading 8 transported on the railway car 1 has surfaces resting against generally vertically oriented rollers 50 instead of directly contacting the center beam structure 10 .
- the rollers 50 are freely rotatable about their vertical axes to reduce chafing during horizontal relative movement between the lading 8 and the center beam structure 10 .
- the rollers 50 are also adapted to generally vertically translate along their respective axes to reduce chafing during vertical relative movement between the lading 8 and the center beam structure 10 .
- the railway car 1 comprises a support surface for the lading 8 disposed on top of trucks 12 located at each end thereof.
- the support surface includes an upper deck 17 proximate each end of the railway car 1 .
- a lower deck 18 is disposed between the upper decks 17 to provide additional height capacity for carrying lading.
- End bolsters 14 are disposed proximate each end of the railway car 1 to provide support for and to retain the lading 8 .
- a longitudinally extending center beam structure 10 is located along the center of the railway car 1 and between the end bolsters 14 to provide strength to the car 1 .
- the center beam structure 10 comprises a plurality of upstanding vertical posts 30 extending upwardly along the longitudinal center of the railway car 1 . Top portions of the vertical posts 30 are interconnected with a longitudinally extending top chord 20 to provide stiffness to the center beam structure 10 and thus the railway car 1 . Diagonal brace members 40 extend between the vertical posts 30 to provide additional stiffness to the center beam structure 10 .
- rollers 50 are mounted between some of the adjacent vertical posts 30 .
- the rollers 50 are preferably longitudinally positioned along the center structure 10 so that each bundle of lading 8 contacts at least two rollers 50 , regardless of the length of the bundles 8 .
- the rollers 50 may be positioned so that at least two contact each bundle 8 when the bundles are either 8′, 10′, 12′, 14′, or 16′ in length.
- Arrangements of rollers 50 other than that illustrated in FIG. 1 may also be used.
- one roller 50 may be positioned adjacent each vertical post 30
- one roller 50 may be positioned adjacent each side of each vertical post 50 , etc.
- the rollers 50 projects outwardly from a side of the center beam structure 10 , as illustrated in FIGS. 3 - 5 , so that lading 8 resting thereagainst mainly contacts the rollers 50 .
- the rollers may entirely prevent the lading from contacting the vertical posts 30 and top chord 20 , or may permit some contact, but reduce the contact and reduce friction therebetween to acceptable levels.
- the rollers 50 preferably are mounted near the top of the center beam structure 10 but below the top chord 20 such that at least the inner, top region of a bundle of lading 8 contacts the rollers 50 and has limited contact or no contact with the vertical posts 30 or other components of the center beam structure 10 . However, rollers may also be positioned at least partially in cutouts formed in the top chord 20 .
- the rollers 50 each preferably comprise a hollow, cylindrical roller member 60 rotatably mounted around a shaft 70 , as illustrated in FIG. 6.
- the roller member 60 has an outer surface for contacting the lading 8 and an inner bore 64 sized to permit clearance between the shaft 70 received therein.
- a cylindrical recess or depression 66 is formed to receive a spring 72 , as will be further described hereinbelow.
- the roller member 60 is made of an ultrahigh molecular weight (UHMW) polymer, such as polypropylene. Other suitable polymers, steels, or other materials may also be used to form the roller member 60 .
- UHMW ultrahigh molecular weight
- the roller member 60 is preferably sized so that at least a portion of the uppermost bundle of lading 8 is in contact therewith, regardless of whether the lading 8 is part of a stack beginning on the upper or lower deck 17 or 18 .
- the roller member 60 is between 12′′ and 24′′ in length, e.g., approximately 18′′ in length, and the outer diameter is between 3′′ and 4′′, e.g., approximately 3.5′′.
- the shaft 70 is preferably made of steel or other suitable materials.
- the shaft 70 in a preferred embodiment is 2′′ to 4′′ longer than the roller members, e.g., about 22′′ in length, and has a diameter of about 1′′.
- Shorter or longer rollers 50 may also be used, such as to extend between diagonal braces 40 and the top chord 20 .
- the spring 72 is preferably made of steel and has a free length of approximately 3.5′′.
- the recess 66 has a depth of about 1′′ and a diameter sized to accommodate the diameter of the spring 72 .
- the rollers 50 are mounted between upper and lower brackets 90 and 80 , as illustrated in FIG. 5.
- Other bracket or mounted arrangements may also be used to position the rollers 50 .
- pairs of rollers 50 are placed between select vertical posts 30 such that the outer surfaces of the roller members 60 project beyond the lateral surfaces of the vertical posts 30 .
- the outer surfaces of the roller members 60 protrude about 0.50′′ beyond the lateral surfaces of the vertical posts 30 .
- the upper brackets 90 comprise horizontal plates attached to the vertical posts 30 and the top chord 20 .
- the upper brackets 90 have apertures 92 formed therein for receiving the upper ends of the shafts 70 , as illustrated in FIGS. 4 and 5.
- the bottom brackets 80 preferably comprise either a one-piece bracket member 82 comprising a channel member, or a pair of L-shaped bracket members 83 , i.e., angle members, that extend between adjacent posts 30 , as illustrated in FIGS. 2 and 3.
- the one-piece and L-shaped brackets 82 and 83 both have planar, horizontal surfaces 89 having flanges 84 depending downward from the longitudinal edges thereof to provide strength to the brackets 82 or 83 .
- the lower brackets 80 have upstanding, cylindrical tubes 87 attached to their planar surfaces 89 for receiving the bottoms of the shafts 70 , as illustrated in FIGS. 2 and 4.
- the tubes 87 extend between 1′′ and 1.5′′, preferably about 1.25′′, above the planar lower bracket surfaces 89 and have diameters selected to rotatably receive the lower ends of the shafts 70 .
- the one-piece bracket member 82 is used to extend between adjacent vertical posts 30 without diagonal brace members 40 near the upper ends thereof, as illustrated in FIGS. 2 and 3.
- the L-shaped bracket members 83 extend between adjacent vertical posts 30 having diagonal brace members 40 near the upper ends thereof and have a cut-out region 86 to accommodate the diagonal brace members 40 .
- the cutouts 86 may be easier to manufacture, and assembly may be simplified, compared to making a cutout through a one-piece bracket member and inserting the brace member 40 therethrough.
- a one-piece member with a cutout may function equally well, although using a two-piece lower bracket member can simplify retrofitting of existing railway cars having diagonal brace members.
- the vertical posts 30 have an I-shaped cross-section, as illustrated in FIG. 5, comprising two flanges 32 connected by a web 34 .
- the top chord 20 may have an inverted U-shape cross-section, as illustrated in FIG. 4, comprising a pair of flanges 22 depending from a central member 24 .
- each upper bracket member 90 may be recessed between the flanges 32 of the vertical post 30 and attached, such as by welding, to opposing top cord flanges 22 .
- the lower bracket mounting plates 81 may be recessed between opposing flanges 32 of the vertical post 30 and attached therebetween, such as by welding.
- the flanges 84 of the lower bracket 80 may be partially removed to accommodate engagement with the bottom mounting plates 81 , as illustrated in FIGS. 2 and 3.
- the upper brackets 90 are preferably sized to fit between the flanges 22 of the top cord, and may be approximately 4.75′′ in width.
- the length of the upper brackets 90 is selected to at least provide for sufficient material around the apertures 92 , and may be, for example, about 9.375′′.
- the upper brackets 90 are positioned so that the tops of the rollers 50 are below the top cord to reduce interference therebetween, and may be disposed about 17.375′′ below the top of the top chord 20 .
- the lower brackets 80 are sized to extend between adjacent posts 30 , and may be about 47.25′′ in length.
- the lower brackets 80 are positioned a distance below the upper bracket 90 selected to permit the roller shaft 70 to be disposed therebetween.
- the relative positioning of the upper and lower brackets 90 and 80 may also be selected to allow for the installation of the roller 50 after the brackets 90 and 80 have been mounted to the railway car 1 . For example, if the roller shaft 70 is 22′′ long, then the lower bracket 80 may be positioned about 38.75′′ below the top of the top chord 20 .
- the longitudinal axis of the shaft 70 is preferably positioned close to the vertical posts 30 to minimize torsion of the post 30 when lading 8 is resting against a roller member 60 disposed on the shaft 70 .
- the positioning of the shaft 72 relative to the post 30 can be limited by the diameter of the roller member 60 , and may be about 7′′ from the center of the vertical post 30 for a roller member 60 having a diameter of about 3.5′′.
- the rollers 50 may also be used with other types of vertical posts, such as S-shaped or Z-shaped posts 94 , as illustrated in FIG. 8.
- the rollers 50 may be mounted between mounting plates 96 having apertures 98 for receiving the roller shafts 70 .
- the rollers 50 may be positioned so as to partially protrude through cutouts in the posts 94 and contact lading 8 .
- the upper and lower decks 17 and 18 on each side of the center beam structure 10 are canted inwardly toward the structure 10 .
- the vertical posts 30 are tapered, narrowing in width from their bottoms to their tops as illustrated in FIG. 4, such that the upper and lower decks 17 and 18 are substantially normal to the flanges 32 thereof. Such an inclination may cause the lading 8 to tilt inwardly toward the center beam structure 10 and the uppermost bundles of lading 8 can rest against the rollers 50 .
- the canted decks 17 and 18 and tapered vertical posts 30 are illustrated in the figures, the invention is not limited to such a configuration.
- a railway car having upper and lower decks oriented in a generally horizontal plane with vertical posts having generally parallel, vertically oriented flanges may suitably be adapted for reducing chafing.
- the lading 8 may comprise bundles of lumber, particle board, or other wood products wrapped in plastic sheeting to provide protection from the elements and dirt.
- the lading 8 is not limited to bundles of lumber or even lumber; other types of lading 8 are also contemplated by the present invention.
- the bundles may be stacked in various orientations on the support surface of the center beam railway car 1 according to the size and type of bundles. For example, multiple bundles may be stacked on the decks 17 and 18 of the railway car 1 up to or beyond the height of the top chord 20 of the center beam structure 10 .
- the invention provides a center beam railway car adapted for reducing chafing between lading and a center beam structure by providing a roller positioned between the lading and the center beam structure.
- the invention is not limited to the embodiments described hereinabove or to any particular embodiments. Various modifications to the aforementioned embodiments may result in substantially the same invention.
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Abstract
Description
- The invention relates generally to a center beam railway car, and particularly to a center beam railway car adapted for reducing chafing of lading.
- Center beam railway cars typically comprise a floor surface supported by a pair of trucks, a bulkhead disposed proximate each end of the car, and a longitudinally extending vertical center beam structure. Lading is usually placed on the floor surface along both sides of the center beam structure. If the lading is in bundles, multiple bundles are typically stacked up to the height of the center beam structure. The lading is usually stacked against the center beam structure to provide lateral support therefor. An example of a center beam railway car is disclosed in U.S. patent application Ser. No. 09/635,978, filed Aug. 9, 2000.
- To help secure the lading relative to the railway car, straps or cables may extend over the lading. The straps or cables exert most of their forces on the uppermost bundles of lading, urging the uppermost bundles both downward and inward against the center beam structure.
- In the transportation of lading on center beam railway cars, chafing can occur between the bundles of lading and the railway car. In particular, it has been found that the top 12″ to 18″ of the uppermost bundles are subject to considerable chafing. Chafing may result in undesirable damage to the lading. For example, if the lading comprises bundles of lumber wrapped in plastic sheeting, the innermost piece or pieces of lumber on the uppermost bundle may rub against the center beam structure and become damaged. Furthermore, the plastic sheeting may tear due to the chafing or rubbing, allowing moisture into the wrapped bundle of lumber. The lumber may become marred with mildew or mold if moisture enters the bundle through a torn plastic wrapping. Damage to the lading caused by chafing contact with the center beam structure may be even more substantial on trips of greater length.
- Chafing between the lading and the center beam structure may not only damage the lading, but also the center structure. The center beam structure, like the majority of the railway car, is usually painted to help protect the railway car from rusting. When the bundles of lading rub against the painted center beam structure, the paint may rub off or become worn away, exposing the steel underneath to rusting. Furthermore, a rusty center beam structure may cause undesirable rust staining of any exposed lumber rubbing thereagainst.
- The chafing may be largely due to movement of the lading relative to the center beam structure of the railway car. This movement may be both vertical and horizontal. The relative movement may be due to either or both shifting of the lading and flexure of the center beam structure. The movement of the center beam structure relative to the remainder of the car can be particularly acute near the top of the structure, and near the longitudinal midpoint of the structure.
- Numerous attempts have been made to reduce chafing between the lading and the center beam structure of a center beam railway car. For example, center beam cars having lowered center beam structures have been made to attempt to reduce chafing of the lading. The uppermost bundles of lading can be stacked above the shortened center beam structure and against each other to eliminate contact of the uppermost bundles with the structure. However, it has been found that chafing may still result from contact between adjacent, uppermost bundles of lading during transportation.
- It has also been suggested that chafing may be reduced by reinforcing center beam structures to reduce movement of the structure relative to the remainder of the railway car during transportation. While reinforced center beam structures may reduce movement of the structure, they add significantly to the weight of the railcars and may reduce the total weight of lading that can be transported. Furthermore, unless all relative movement between the lading and the center structure is eliminated, chafing may still occur.
- Other suggestions have included placing stationary or movable plastic pads between the lading and the center beam structure. One test was performed by attaching plastic pads formed of ultrahigh molecular weight (UHMW) polypropylene along a center beam structure of a center beam railway car. Lading was then placed along the center structure and the car was subjected to 10,000 cycles of 2500 pounds of force to simulate loads that may be experienced by the lading during a typical trip. Not withstanding the pads, the uppermost bundles were still severely damaged by chafing against the center structure.
- Accordingly, there remains a need for reducing the chafing and resulting damage of lading transported by center beam railway cars.
- In accordance with the invention, a center beam railway car is provided that is adapted to reduce chafing between lading and a center beam structure. The railway car may include apparatus to significantly reduce or eliminate chafing of the lading due to both vertical and horizontal relative movement between the lading and the center beam structure.
- In an embodiment of the invention, chafing between the center beam structure and the lading may be reduced by providing roller members between the center structure and the lading. The roller members may be adapted to reduce or eliminate friction between the lading and the center structure.
- In an embodiment of the invention, the rollers may be mounted to the center beam structure such that friction is reduced due to both horizontal and vertical relative movement between the lading and the center structure. The roller may comprise a roller member rotatably mounted around a shaft. The roller member may comprise a hollow cylinder having an outer surface for contacting the lading and an inner bore for receiving the shaft. Preferably the shaft has a diameter smaller than the inner bore of the roller member to provide sufficient clearance therebetween to allow the roller to freely rotate relative to the shaft. One or more bearings or bushings may be disposed between the shaft and the roller member to reduce friction therebetween. The bushing may comprise a non-metallic polymer sleeve for reducing maintenance. Opposing ends of the shaft may be fixed relative to the center beam structure.
- The center beam structure may comprise a plurality of upstanding vertical post members having a top chord connecting their upper ends. Diagonal brace members may be arranged between adjacent or other select post members to further strengthen the structure.
- The shafts of the rollers may be mounted between the vertical post members with brackets. The use of brackets may be desirable because minimal modifications to the center beam structure may be required, simplifying the retrofitting of existing center beam railway cars with the rollers of the invention. Horizontal lower brackets may be provided between adjacent post members for supporting the lower ends of the shafts. A hollow tube may extend upwardly from the lower bracket for receiving the lower end of the shaft to secure the shaft relative to the lower bracket. A horizontal upper bracket may be welded between downwardly extending legs of the top cord for supporting the upper end of the shaft. The upper bracket may include a hole for insertion of the upper end of the shaft.
- In an embodiment of the invention, the roller member may have a recess at either its upper end, lower end, or both ends for receiving a spring. When the roller is mounted between the upper and lower brackets, each spring biases the roller member either downwardly or upwardly relative to the shaft, allowing the roller member to translate vertically to accommodate vertical movement of the lading relative to the center beam structure. In addition, the spring may assist in maintaining the roller securely mounted between the upper and lower brackets. For example, to insert the roller the upper end of the shaft may be pushed upward into the aperture formed in the upper bracket until the lower end of the shaft is able to clear the tube on the lower bracket for insertion therein. The spring will then bias the roller member into a preferred orientation relative to the lower bracket.
- FIG. 1 is a side elevation view illustrating a center beam railway car in accordance with an embodiment of the invention;
- FIG. 2 is a detail side elevation view of portions A and B of the center beam structure of the railway car of FIG. 1;
- FIG. 3 is a sectional view of the center beam structure taken along line3-3 of FIG. 2;
- FIG. 4 is a sectional view of the center beam structure taken along line4-4 of FIG. 2;
- FIG. 5 is a sectional view of the center beam structure taken along line5-5 of FIG. 4;
- FIG. 6 is a side elevation view illustrating a roller of FIG. 2;
- FIG. 7 is a sectional view of a roller of FIG. 6 taken along line7-7; and
- FIG. 8 is a sectional view of a pair of rollers mounted to a Z-shaped post.
- The invention is preferably embodied in a center beam railway car1 adapted for reducing chafing between
lading 8 and acenter beam structure 10. Preferred embodiments of the invention, wherein aroller 50 is positioned between at least some of thelading 8 and thecenter beam structure 10 to accommodate both horizontal and vertical relative movement therebetween, are discussed below. - FIGS.1-7 illustrate a center beam railway car 1 adapted for reducing chafing in accordance with embodiments of the invention. The railway car 1 is provided with a plurality of
rollers 50 between thecenter beam structure 10 and thelading 8 to reduce friction therebetween. At least some of thelading 8 transported on the railway car 1 has surfaces resting against generally vertically orientedrollers 50 instead of directly contacting thecenter beam structure 10. Therollers 50 are freely rotatable about their vertical axes to reduce chafing during horizontal relative movement between thelading 8 and thecenter beam structure 10. Therollers 50 are also adapted to generally vertically translate along their respective axes to reduce chafing during vertical relative movement between thelading 8 and thecenter beam structure 10. - The railway car1 comprises a support surface for the
lading 8 disposed on top oftrucks 12 located at each end thereof. In the illustrated embodiment, the support surface includes anupper deck 17 proximate each end of the railway car 1. Alower deck 18 is disposed between theupper decks 17 to provide additional height capacity for carrying lading. End bolsters 14 are disposed proximate each end of the railway car 1 to provide support for and to retain thelading 8. A longitudinally extendingcenter beam structure 10 is located along the center of the railway car 1 and between the end bolsters 14 to provide strength to the car 1. - The
center beam structure 10 according to the illustrated embodiment of the invention comprises a plurality of upstandingvertical posts 30 extending upwardly along the longitudinal center of the railway car 1. Top portions of thevertical posts 30 are interconnected with a longitudinally extendingtop chord 20 to provide stiffness to thecenter beam structure 10 and thus the railway car 1.Diagonal brace members 40 extend between thevertical posts 30 to provide additional stiffness to thecenter beam structure 10. - In the illustrated embodiment,
rollers 50 are mounted between some of the adjacentvertical posts 30. Therollers 50 are preferably longitudinally positioned along thecenter structure 10 so that each bundle oflading 8 contacts at least tworollers 50, regardless of the length of thebundles 8. For example, therollers 50 may be positioned so that at least two contact eachbundle 8 when the bundles are either 8′, 10′, 12′, 14′, or 16′ in length. Arrangements ofrollers 50 other than that illustrated in FIG. 1 may also be used. For example, oneroller 50 may be positioned adjacent eachvertical post 30, oneroller 50 may be positioned adjacent each side of eachvertical post 50, etc. - The
rollers 50 projects outwardly from a side of thecenter beam structure 10, as illustrated in FIGS. 3-5, so thatlading 8 resting thereagainst mainly contacts therollers 50. The rollers may entirely prevent the lading from contacting thevertical posts 30 andtop chord 20, or may permit some contact, but reduce the contact and reduce friction therebetween to acceptable levels. Therollers 50 preferably are mounted near the top of thecenter beam structure 10 but below thetop chord 20 such that at least the inner, top region of a bundle oflading 8 contacts therollers 50 and has limited contact or no contact with thevertical posts 30 or other components of thecenter beam structure 10. However, rollers may also be positioned at least partially in cutouts formed in thetop chord 20. - The
rollers 50 each preferably comprise a hollow,cylindrical roller member 60 rotatably mounted around ashaft 70, as illustrated in FIG. 6. Theroller member 60 has an outer surface for contacting thelading 8 and aninner bore 64 sized to permit clearance between theshaft 70 received therein. At the lower end of the roller member 60 a cylindrical recess ordepression 66 is formed to receive aspring 72, as will be further described hereinbelow. - In a preferred embodiment of the invention, the
roller member 60 is made of an ultrahigh molecular weight (UHMW) polymer, such as polypropylene. Other suitable polymers, steels, or other materials may also be used to form theroller member 60. Theroller member 60 is preferably sized so that at least a portion of the uppermost bundle oflading 8 is in contact therewith, regardless of whether thelading 8 is part of a stack beginning on the upper orlower deck roller member 60 is between 12″ and 24″ in length, e.g., approximately 18″ in length, and the outer diameter is between 3″ and 4″, e.g., approximately 3.5″. Theshaft 70 is preferably made of steel or other suitable materials. Theshaft 70 in a preferred embodiment is 2″ to 4″ longer than the roller members, e.g., about 22″ in length, and has a diameter of about 1″. Shorter orlonger rollers 50 may also be used, such as to extend betweendiagonal braces 40 and thetop chord 20. Thespring 72 is preferably made of steel and has a free length of approximately 3.5″. Therecess 66 has a depth of about 1″ and a diameter sized to accommodate the diameter of thespring 72. - According to a preferred embodiment of the invention, the
rollers 50 are mounted between upper andlower brackets rollers 50. In the embodiment illustrated in FIG. 1, pairs ofrollers 50 are placed between selectvertical posts 30 such that the outer surfaces of theroller members 60 project beyond the lateral surfaces of the vertical posts 30. In a preferred embodiment, the outer surfaces of theroller members 60 protrude about 0.50″ beyond the lateral surfaces of the vertical posts 30. - In an embodiment of the invention, the
upper brackets 90 comprise horizontal plates attached to thevertical posts 30 and thetop chord 20. Theupper brackets 90 haveapertures 92 formed therein for receiving the upper ends of theshafts 70, as illustrated in FIGS. 4 and 5. Thebottom brackets 80 preferably comprise either a one-piece bracket member 82 comprising a channel member, or a pair of L-shapedbracket members 83, i.e., angle members, that extend betweenadjacent posts 30, as illustrated in FIGS. 2 and 3. The one-piece and L-shapedbrackets horizontal surfaces 89 havingflanges 84 depending downward from the longitudinal edges thereof to provide strength to thebrackets lower brackets 80 have upstanding,cylindrical tubes 87 attached to theirplanar surfaces 89 for receiving the bottoms of theshafts 70, as illustrated in FIGS. 2 and 4. In an embodiment of the invention, thetubes 87 extend between 1″ and 1.5″, preferably about 1.25″, above the planar lower bracket surfaces 89 and have diameters selected to rotatably receive the lower ends of theshafts 70. - The one-
piece bracket member 82 is used to extend between adjacentvertical posts 30 withoutdiagonal brace members 40 near the upper ends thereof, as illustrated in FIGS. 2 and 3. The L-shapedbracket members 83 extend between adjacentvertical posts 30 havingdiagonal brace members 40 near the upper ends thereof and have a cut-outregion 86 to accommodate thediagonal brace members 40. By making thelower bracket members 80 proximate thediagonal brace members 40 from two pieces, thecutouts 86 may be easier to manufacture, and assembly may be simplified, compared to making a cutout through a one-piece bracket member and inserting thebrace member 40 therethrough. However, a one-piece member with a cutout may function equally well, although using a two-piece lower bracket member can simplify retrofitting of existing railway cars having diagonal brace members. - In an embodiment of the invention, the
vertical posts 30 have an I-shaped cross-section, as illustrated in FIG. 5, comprising twoflanges 32 connected by aweb 34. Thetop chord 20 may have an inverted U-shape cross-section, as illustrated in FIG. 4, comprising a pair offlanges 22 depending from acentral member 24. According to this embodiment of the invention, eachupper bracket member 90 may be recessed between theflanges 32 of thevertical post 30 and attached, such as by welding, to opposingtop cord flanges 22. The lowerbracket mounting plates 81 may be recessed between opposingflanges 32 of thevertical post 30 and attached therebetween, such as by welding. Theflanges 84 of thelower bracket 80 may be partially removed to accommodate engagement with thebottom mounting plates 81, as illustrated in FIGS. 2 and 3. - In the embodiment illustrated in FIGS.2-5, the
upper brackets 90 are preferably sized to fit between theflanges 22 of the top cord, and may be approximately 4.75″ in width. The length of theupper brackets 90 is selected to at least provide for sufficient material around theapertures 92, and may be, for example, about 9.375″. Theupper brackets 90 are positioned so that the tops of therollers 50 are below the top cord to reduce interference therebetween, and may be disposed about 17.375″ below the top of thetop chord 20. - The
lower brackets 80 are sized to extend betweenadjacent posts 30, and may be about 47.25″ in length. Thelower brackets 80 are positioned a distance below theupper bracket 90 selected to permit theroller shaft 70 to be disposed therebetween. The relative positioning of the upper andlower brackets roller 50 after thebrackets roller shaft 70 is 22″ long, then thelower bracket 80 may be positioned about 38.75″ below the top of thetop chord 20. - When the upper end of the
shaft 70 is mounted in theupper bracket aperture 92 and the lower end of theshaft 70 is mounted in thetube 87 of thelower bracket 80, the longitudinal axis of theshaft 70 is preferably positioned close to thevertical posts 30 to minimize torsion of thepost 30 whenlading 8 is resting against aroller member 60 disposed on theshaft 70. The positioning of theshaft 72 relative to thepost 30 can be limited by the diameter of theroller member 60, and may be about 7″ from the center of thevertical post 30 for aroller member 60 having a diameter of about 3.5″. - The
rollers 50 may also be used with other types of vertical posts, such as S-shaped or Z-shapedposts 94, as illustrated in FIG. 8. Therollers 50 may be mounted between mountingplates 96 havingapertures 98 for receiving theroller shafts 70. Therollers 50 may be positioned so as to partially protrude through cutouts in theposts 94 andcontact lading 8. - In the embodiment of the invention illustrated in FIGS.1-5, the upper and
lower decks center beam structure 10 are canted inwardly toward thestructure 10. Thevertical posts 30 are tapered, narrowing in width from their bottoms to their tops as illustrated in FIG. 4, such that the upper andlower decks flanges 32 thereof. Such an inclination may cause thelading 8 to tilt inwardly toward thecenter beam structure 10 and the uppermost bundles oflading 8 can rest against therollers 50. Although the canteddecks vertical posts 30 are illustrated in the figures, the invention is not limited to such a configuration. For example, a railway car having upper and lower decks oriented in a generally horizontal plane with vertical posts having generally parallel, vertically oriented flanges may suitably be adapted for reducing chafing. - The
lading 8 may comprise bundles of lumber, particle board, or other wood products wrapped in plastic sheeting to provide protection from the elements and dirt. Thelading 8 is not limited to bundles of lumber or even lumber; other types oflading 8 are also contemplated by the present invention. - The bundles may be stacked in various orientations on the support surface of the center beam railway car1 according to the size and type of bundles. For example, multiple bundles may be stacked on the
decks top chord 20 of thecenter beam structure 10. - From the foregoing, it will be appreciated that the invention provides a center beam railway car adapted for reducing chafing between lading and a center beam structure by providing a roller positioned between the lading and the center beam structure. The invention is not limited to the embodiments described hereinabove or to any particular embodiments. Various modifications to the aforementioned embodiments may result in substantially the same invention.
- The invention is defined more particularly by the following claims:
Claims (21)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/001,930 US6550398B1 (en) | 2001-10-31 | 2001-10-31 | Chafing reduction device for a center beam railway car |
CA002410325A CA2410325A1 (en) | 2001-10-31 | 2002-10-31 | Chafing reduction device for a center beam railway car |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/001,930 US6550398B1 (en) | 2001-10-31 | 2001-10-31 | Chafing reduction device for a center beam railway car |
Publications (2)
Publication Number | Publication Date |
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US6550398B1 US6550398B1 (en) | 2003-04-22 |
US20030079642A1 true US20030079642A1 (en) | 2003-05-01 |
Family
ID=21698477
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/001,930 Expired - Fee Related US6550398B1 (en) | 2001-10-31 | 2001-10-31 | Chafing reduction device for a center beam railway car |
Country Status (2)
Country | Link |
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US (1) | US6550398B1 (en) |
CA (1) | CA2410325A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20050045061A1 (en) * | 2002-09-30 | 2005-03-03 | Trn Business Trust | Center beam car with increased load capacity |
CA2450341C (en) * | 2003-11-21 | 2007-06-26 | Jacques Tessier | System and method for strapping a load |
US20080295727A1 (en) * | 2007-05-31 | 2008-12-04 | Vande Sande Jerry W | Railcar Support Beam System and Method |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3159112A (en) * | 1963-01-24 | 1964-12-01 | Kenneth D Tomlinson | Freight car construction |
US3244120A (en) * | 1963-10-28 | 1966-04-05 | Taylor Frank | Centre beam railroad car |
US3734031A (en) * | 1971-07-19 | 1973-05-22 | Thrall Car Mfg Co | Center beam railroad car |
US4543887A (en) * | 1984-02-01 | 1985-10-01 | Thrall Car Manufacturing Company | Center beam railroad freight car |
US4784067A (en) * | 1985-11-27 | 1988-11-15 | Thrall Car Manufacturing Company | Lightweight center beam railroad car |
US4753175A (en) * | 1985-11-27 | 1988-06-28 | Thrall Car Manufacturing Company | Lightweight center beam railroad car |
US4802420A (en) * | 1987-07-21 | 1989-02-07 | National Steel Car Limited | Centre beam railroad car |
US4951575A (en) * | 1989-06-09 | 1990-08-28 | Dominguez Danilo A | Depressed center beam flat car |
US5024567A (en) * | 1989-10-17 | 1991-06-18 | Dominguez Danilo A | Center beam/center partition flat car and retention assembly |
US5626083A (en) * | 1996-05-31 | 1997-05-06 | Gunderson, Inc. | Railroad car with lightweight center beam structure |
US5899646A (en) * | 1997-03-07 | 1999-05-04 | Portec Rail Products, Inc. | Securement of lumber or like products on centerbeam railcars using spooled webbing |
-
2001
- 2001-10-31 US US10/001,930 patent/US6550398B1/en not_active Expired - Fee Related
-
2002
- 2002-10-31 CA CA002410325A patent/CA2410325A1/en not_active Abandoned
Also Published As
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CA2410325A1 (en) | 2003-04-30 |
US6550398B1 (en) | 2003-04-22 |
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