LIGHTWEIGHT RAILWAY CONTAINER CAR
United States Patent 3577933
A railway car of lightweight design consisting of a skeletal fishbelly structure having at opposite ends an end frame structure including a boxlike center sill. A boxlike transition structure connects the end frame structure to an intermediate structure which includes a pair of longitudinally extending spaced-apart webs having relatively narrow horizontal top and bottom flanges providing side sill members. The end structures include crossmembers which provide end sill platforms which support container brackets. Additional container brackets are supported alongside the side sill members for supporting containers of various lengths and a latticework structure replaces the conventional deck plate structure and is connected to the top and bottom flanges to stabilize the container brackets and the structure at the loading points.
US Patent References:
/1289877.html
Neikirk - December 1918 - 1289877
Container seating abutment for railway cars
Mattern et al. - August 1934 - 1970915
Railway car
Mowatt-Larssen et al. - September 1965 - 3207086
Container well car
Gutridge - December 1967 - 3357371
Container car construction
Gutridge - June 1968 - 3389663
/1289877.html
Neikirk - December 1918 - 1289877
Container seating abutment for railway cars
Mattern et al. - August 1934 - 1970915
Railway car
Mowatt-Larssen et al. - September 1965 - 3207086
Container well car
Gutridge - December 1967 - 3357371
Container car construction
Gutridge - June 1968 - 3389663
Inventors:
Ferris, Ray L. (Thornton, IL)
Shaver, William R. (Munster, IN)
Manos, William P. (Chicago, IL)
Shaver, William R. (Munster, IN)
Manos, William P. (Chicago, IL)
Application Number:
04/781337
Publication Date:
05/11/1971
Filing Date:
12/05/1968
View Patent Images:
Export Citation:
Assignee:
Pullman Incorporated (Chicago, IL)
Primary Class:
Other Classes:
105/422, 105/416
International Classes:
B61F1/04; B61F1/00; B65J1/22
Field of Search:
105/366,368 (B)/ 105/414,416,422,417
Primary Examiner:
Hoffman, Drayton E.
Claims:
We claim
1. A lightweight open skeletal framework railway car for containers, comprising:
2. The invention in accordance with claim 1,
3. The invention according to claim 1, and
4. The invention according to claim 1, and
5. The invention according to claim 1, and
6. The invention according to claim 1, and
7. The invention according to claim 1, and
8. The invention according to claim 1, and
9. The invention according to claim 1, and
10. The invention according to claim 1, and
11. The invention according to claim 1, and
12. The invention according to claim 1, and
13. The invention according to claim 1, and
14. The invention according to claim 1, and
15. The invention according to claim 1, and
16. The invention according to claim 1, and
17. The invention according to claim 1, and
18. A skeletal railway car for containers, comprising:
1. A lightweight open skeletal framework railway car for containers, comprising:
2. The invention in accordance with claim 1,
3. The invention according to claim 1, and
4. The invention according to claim 1, and
5. The invention according to claim 1, and
6. The invention according to claim 1, and
7. The invention according to claim 1, and
8. The invention according to claim 1, and
9. The invention according to claim 1, and
10. The invention according to claim 1, and
11. The invention according to claim 1, and
12. The invention according to claim 1, and
13. The invention according to claim 1, and
14. The invention according to claim 1, and
15. The invention according to claim 1, and
16. The invention according to claim 1, and
17. The invention according to claim 1, and
18. A skeletal railway car for containers, comprising:
Description:
SUMMARY
The railway car of the present invention is particularly designed for carrying containers in the so-called "land bridge" type of operation. This type of operation has to do with the transportation of containers by railway car overland from the Atlantic to the Pacific and vice versa for transport on container ships. Such "land bridge" operations utilize unitary container railway trains. The primary object of the present design is to provide an improved lightweight container car particularly suited for such "land bridge" operations.
In the operation as a unitary train the container railway cars are not subjected to humping and thus overspeed impacts are not a problem. Thus a container car can be built of a light construction which yet will be durable for ordinary unit train operations wherein end-of-cars impacts are not involved. The present design comprises such a car which however also has provisions in its structure that it can be utilized with end-of-car cushioning in the event the container car is placed in interchange operation. In normal unitary train operations coupler forces encountered are usually below 800,000 pounds and thus standard draft gears are utilized and are effective for this type of container car. On the other hand, in interchange use the car would be equipped with an end-of-car cushion which would reduce the frequent overspeed impact coupler forces which are well over a million pounds to the safe level of operation.
In this railway car a lightweight design is achieved which consists essentially of a skeletal fishbelly structure which is provided at opposite ends with an end frame structure which includes a boxlike center sill. A boxlike transition structure connects the end frame structures to an intermediate structure which includes longitudinally extending spaced-apart webs providing spread side sill members. The spread side sill members of the intermediate structure are supported by a latticework structure which consists of upper and lower spreaders connecting the side sill members and including a lattice type of crossmember structure so connected to the upper sill members in the region of the container brackets for effectively reinforcing the regions where the forces are taken and thus stabilize the structure.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of an improved railway container car;
FIG. 2 is an enlarged plan view of approximately one-half of a symmetrical portion of the railway car shown in FIG. 1;
FIG. 3 is a side elevational view of a portion of the railway car shown in FIG. 2;
FIG. 4 is a cross-sectional view taken substantially along the line 4-4 of FIG. 3.
FIG. 5 is a cross-sectional view taken substantially along the line 5-5 of FIG. 2;
FIG. 6 is a cross-sectional view through a bolster structure taken along the line 6-6 of FIG. 2;
FIG. 7 is a cross-sectional view taken along the line 7-7 of FIG. 2;
FIG. 8 is a cross-sectional view taken along the line 8-8 of FIG. 2;
FIG. 9 is a cross-sectional view taken along the line 9-9 of FIG. 2;
FIG. 10 is a cross-sectional view taken substantially along the line 10-10 of FIG. 2;
FIG. 11 is a side elevational view taken substantially along the line 11-11 of FIG. 2; and
FIG. 12 is a cross-sectional view taken along line 12-12 of FIG. 2.
DETAILED DESCRIPTION
Referring particularly to FIGS. 1, 2 and 3 a container car is designated by the reference character 10. The container car 10 comprises an intermediate structure 11 and opposite end frame structures 12 connected to the intermediate structure 11 by transition structures 13.
The intermediate structure 11 comprises a pair of longitudinally extending and transversely spaced upright beams or webs 14 provided at their upper ends with longitudinally extending substantially narrow flanges 15 providing side sill members. Similar flanges 16 are connected to the lower ends of the webs 14 and are coextensive therewith. As best shown in FIG. 2, positioned substantially centrally of the intermediate structure 11, there is provided a diaphragm wall 17 which is best shown in FIG. 10 and includes upper and lower transverse flanges 18 and 19 suitably connected to the longitudinally extending flanges 15 and 16. A plurality of transversely extending upper spreader members 19 are suitably connected to the upper flanges 15 and are longitudinally spaced along the structure. Lower spreader members 20 are similarly provided and are connected in longitudinally spaced relation to the lower flanges 16. As indicated the upper portion of the intermediate structure 11, as best shown in FIG. 2, is substantially open and dispenses with the customary top plate structure. Instead a latticework type of structure is employed which includes flat straps 21 extending in a diagonal direction and having their ends connected to the flanges 15 between the upper spreader members 19. Angle members 22 are similarly connected and extend in relative crisscross relation relative to the members 21. A plurality of single container brackets are suitably supported along the side sill members 15 in longitudinally spaced relation and at opposite ends of the intermediate structure 11. At the center thereof, as shown in FIG. 2, there are provided double container brackets 24. The container brackets 23 and 24 are provided with suitable container corner bracket engaging means schematically shown only in FIG. 2 and designated by the reference character 25. The connecting means may be of conventional design being suitable to engage the opening of corner brackets for securely maintaining the container on the brackets against longitudinal, vertical and transverse displacement. Such devices may include suitable locking means.
As indicated above the intermediate structure 11 is open at its upper and lower ends with the exception of the latticework structure. Adjacent each of the opposite ends of the intermediate structure 17 there is provided a top deck plate 26 which extends inwardly from opposite ends of the intermediate structure to the second transverse spreader 19. As best shown in FIG. 8 the container brackets 23 and 24 are each provided with a supporting surface 27 which is substantially flush as indicated at FIG. 8 with the plate 26 and the flanges 15. In the region of the intermediate structure 11 where no top plate is provided the container brackets 23 also have their surfaces 27 flush with the flanges 15 of the structure. A supporting surface 27 of each container bracket 23, 24 has also connected thereto a vertical flange 28 adapted to form a suitable seat for a container carried on the car. The brackets are further supported on the webs 14 by suitable supporting bracket arrangements 29. Such bracket arrangement 29, as best shown in FIG. 8, may include gusset webs 30 suitably connected to vertically extending flanges 31. In the case of the single container bracket 23, a single vertical flange 31 and web 30 are provided. However, in the case of the double container brackets 24, two of such webs and flanges are provided. Each of the supporting arrangements 29 further includes horizontal flanges or gussets 32. Each end of the intermediate structure 11 also includes a transversely extending vertical diaphragm wall 33 forming the rear end of each of the transition structures 13.
Each transition structure 13 comprises inwardly converging webs 34 suitably connected to top plates 35 and bottom plates 36. A front diaphragm wall 37 forms one end of the transition structure 13 and at the convergence or juncture of the webs 34 the transition structure 13 is connected to each end frame structure 12 which comprises a short center sill generally designated at 38.
Each center sill 38 includes vertical laterally spaced walls 39 suitably connected by top and bottom walls 40,41. A longitudinally extending stringer 42 is connected to each of the bottom walls 41. The longitudinal stringer 42, as best shown in FIG. 4, terminates at a vertical transversely extending wall 42' suitably connected to the webs 39 and to longitudinally extending parallel walls 43 having at their ends a bell-mouth opening 44. The walls 43 and 42' provide a draft gear or hydraulic end-of-car cushion pocket generally designated at 45.
Each of the end center sills 38 also is provided with a bolster construction including a bolster center plate 46, best shown in FIG. 6. The bolster center plate 46 is suitably connected to the lower wall 41 and a supporting gusset structure 47 structurally reinforces the webs 39 in the area of the center plate 46. The support gusset structure 47 includes vertical transversely extending and longitudinally spaced webs 48 provided at their outer ends with diagonal plates 49 which are integrally joined with bottom plates 50 extending along the lower edges of the webs 48. A suitable tie plate 51 connects the flanges 50 to outwardly projecting flange portions 51' of the lower wall 41. Suitable reinforcing brackets 52 are provided on the webs 48. An angle bracket 53 is suitably connected to the flanges 49 at one end and extends horizontally outwardly on opposite sides of the center sill 38 and with upwardly extending brackets 54 also suitably supported on the flange 49 supports a pair of longitudinally extending structural pipes 55 having ends adjacent the transition structure 13 suitably connected thereto.
Referring particularly to FIGS. 2 and 4, the opposite ends of the car 10 and specifically the end frame structures 12 have connected thereto a crossbeam structure 56 which provides an end sill platform generally designated at 57. The crossbeam structure 56 is suitably supported on the center sill structures 38 by means of diagonal truss members 58. The end sill platforms 57 provide for the operator's platform, hand brake mechanism, etc. customarily provided on the ends of railway flat cars. Further, the crossbeam 56 supports at opposite ends single container brackets 23 in longitudinal alignment with the brackets 23 provided on the intermediate structure 11.
THE OPERATION
As best shown in FIG. 1, a container designated at 59 is supported on the end frame structure 12, the container brackets being suitably designed to securely maintain the said container against vertical or endwise displacement. The span of the side sill members 15 is narrower than the width of the container and thus the container is in proper position for crane unloading or crane loading during the land bridge operation. The container car disclosed of course may include lightweight truck constructions suitably connected to the bolster structure shown, the truck structure not forming any part of the present invention. The pocket 45 may be suitably adapted for a standard draft gear or suitable end-of-car cushion.
Sufficient numbers and spacing of the container brackets 23 provide for the adaptability of the container car to containers of various lengths. An extremely effective structure is provided by the utilization of the end sill structures in the manner disclosed, the box type of transition structure, and the simplified yet very effective lattice-type structure disclosed for the intermediate structure of the car. The structures are designed for maximum strength with minimum weight.
The railway car of the present invention is particularly designed for carrying containers in the so-called "land bridge" type of operation. This type of operation has to do with the transportation of containers by railway car overland from the Atlantic to the Pacific and vice versa for transport on container ships. Such "land bridge" operations utilize unitary container railway trains. The primary object of the present design is to provide an improved lightweight container car particularly suited for such "land bridge" operations.
In the operation as a unitary train the container railway cars are not subjected to humping and thus overspeed impacts are not a problem. Thus a container car can be built of a light construction which yet will be durable for ordinary unit train operations wherein end-of-cars impacts are not involved. The present design comprises such a car which however also has provisions in its structure that it can be utilized with end-of-car cushioning in the event the container car is placed in interchange operation. In normal unitary train operations coupler forces encountered are usually below 800,000 pounds and thus standard draft gears are utilized and are effective for this type of container car. On the other hand, in interchange use the car would be equipped with an end-of-car cushion which would reduce the frequent overspeed impact coupler forces which are well over a million pounds to the safe level of operation.
In this railway car a lightweight design is achieved which consists essentially of a skeletal fishbelly structure which is provided at opposite ends with an end frame structure which includes a boxlike center sill. A boxlike transition structure connects the end frame structures to an intermediate structure which includes longitudinally extending spaced-apart webs providing spread side sill members. The spread side sill members of the intermediate structure are supported by a latticework structure which consists of upper and lower spreaders connecting the side sill members and including a lattice type of crossmember structure so connected to the upper sill members in the region of the container brackets for effectively reinforcing the regions where the forces are taken and thus stabilize the structure.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of an improved railway container car;
FIG. 2 is an enlarged plan view of approximately one-half of a symmetrical portion of the railway car shown in FIG. 1;
FIG. 3 is a side elevational view of a portion of the railway car shown in FIG. 2;
FIG. 4 is a cross-sectional view taken substantially along the line 4-4 of FIG. 3.
FIG. 5 is a cross-sectional view taken substantially along the line 5-5 of FIG. 2;
FIG. 6 is a cross-sectional view through a bolster structure taken along the line 6-6 of FIG. 2;
FIG. 7 is a cross-sectional view taken along the line 7-7 of FIG. 2;
FIG. 8 is a cross-sectional view taken along the line 8-8 of FIG. 2;
FIG. 9 is a cross-sectional view taken along the line 9-9 of FIG. 2;
FIG. 10 is a cross-sectional view taken substantially along the line 10-10 of FIG. 2;
FIG. 11 is a side elevational view taken substantially along the line 11-11 of FIG. 2; and
FIG. 12 is a cross-sectional view taken along line 12-12 of FIG. 2.
DETAILED DESCRIPTION
Referring particularly to FIGS. 1, 2 and 3 a container car is designated by the reference character 10. The container car 10 comprises an intermediate structure 11 and opposite end frame structures 12 connected to the intermediate structure 11 by transition structures 13.
The intermediate structure 11 comprises a pair of longitudinally extending and transversely spaced upright beams or webs 14 provided at their upper ends with longitudinally extending substantially narrow flanges 15 providing side sill members. Similar flanges 16 are connected to the lower ends of the webs 14 and are coextensive therewith. As best shown in FIG. 2, positioned substantially centrally of the intermediate structure 11, there is provided a diaphragm wall 17 which is best shown in FIG. 10 and includes upper and lower transverse flanges 18 and 19 suitably connected to the longitudinally extending flanges 15 and 16. A plurality of transversely extending upper spreader members 19 are suitably connected to the upper flanges 15 and are longitudinally spaced along the structure. Lower spreader members 20 are similarly provided and are connected in longitudinally spaced relation to the lower flanges 16. As indicated the upper portion of the intermediate structure 11, as best shown in FIG. 2, is substantially open and dispenses with the customary top plate structure. Instead a latticework type of structure is employed which includes flat straps 21 extending in a diagonal direction and having their ends connected to the flanges 15 between the upper spreader members 19. Angle members 22 are similarly connected and extend in relative crisscross relation relative to the members 21. A plurality of single container brackets are suitably supported along the side sill members 15 in longitudinally spaced relation and at opposite ends of the intermediate structure 11. At the center thereof, as shown in FIG. 2, there are provided double container brackets 24. The container brackets 23 and 24 are provided with suitable container corner bracket engaging means schematically shown only in FIG. 2 and designated by the reference character 25. The connecting means may be of conventional design being suitable to engage the opening of corner brackets for securely maintaining the container on the brackets against longitudinal, vertical and transverse displacement. Such devices may include suitable locking means.
As indicated above the intermediate structure 11 is open at its upper and lower ends with the exception of the latticework structure. Adjacent each of the opposite ends of the intermediate structure 17 there is provided a top deck plate 26 which extends inwardly from opposite ends of the intermediate structure to the second transverse spreader 19. As best shown in FIG. 8 the container brackets 23 and 24 are each provided with a supporting surface 27 which is substantially flush as indicated at FIG. 8 with the plate 26 and the flanges 15. In the region of the intermediate structure 11 where no top plate is provided the container brackets 23 also have their surfaces 27 flush with the flanges 15 of the structure. A supporting surface 27 of each container bracket 23, 24 has also connected thereto a vertical flange 28 adapted to form a suitable seat for a container carried on the car. The brackets are further supported on the webs 14 by suitable supporting bracket arrangements 29. Such bracket arrangement 29, as best shown in FIG. 8, may include gusset webs 30 suitably connected to vertically extending flanges 31. In the case of the single container bracket 23, a single vertical flange 31 and web 30 are provided. However, in the case of the double container brackets 24, two of such webs and flanges are provided. Each of the supporting arrangements 29 further includes horizontal flanges or gussets 32. Each end of the intermediate structure 11 also includes a transversely extending vertical diaphragm wall 33 forming the rear end of each of the transition structures 13.
Each transition structure 13 comprises inwardly converging webs 34 suitably connected to top plates 35 and bottom plates 36. A front diaphragm wall 37 forms one end of the transition structure 13 and at the convergence or juncture of the webs 34 the transition structure 13 is connected to each end frame structure 12 which comprises a short center sill generally designated at 38.
Each center sill 38 includes vertical laterally spaced walls 39 suitably connected by top and bottom walls 40,41. A longitudinally extending stringer 42 is connected to each of the bottom walls 41. The longitudinal stringer 42, as best shown in FIG. 4, terminates at a vertical transversely extending wall 42' suitably connected to the webs 39 and to longitudinally extending parallel walls 43 having at their ends a bell-mouth opening 44. The walls 43 and 42' provide a draft gear or hydraulic end-of-car cushion pocket generally designated at 45.
Each of the end center sills 38 also is provided with a bolster construction including a bolster center plate 46, best shown in FIG. 6. The bolster center plate 46 is suitably connected to the lower wall 41 and a supporting gusset structure 47 structurally reinforces the webs 39 in the area of the center plate 46. The support gusset structure 47 includes vertical transversely extending and longitudinally spaced webs 48 provided at their outer ends with diagonal plates 49 which are integrally joined with bottom plates 50 extending along the lower edges of the webs 48. A suitable tie plate 51 connects the flanges 50 to outwardly projecting flange portions 51' of the lower wall 41. Suitable reinforcing brackets 52 are provided on the webs 48. An angle bracket 53 is suitably connected to the flanges 49 at one end and extends horizontally outwardly on opposite sides of the center sill 38 and with upwardly extending brackets 54 also suitably supported on the flange 49 supports a pair of longitudinally extending structural pipes 55 having ends adjacent the transition structure 13 suitably connected thereto.
Referring particularly to FIGS. 2 and 4, the opposite ends of the car 10 and specifically the end frame structures 12 have connected thereto a crossbeam structure 56 which provides an end sill platform generally designated at 57. The crossbeam structure 56 is suitably supported on the center sill structures 38 by means of diagonal truss members 58. The end sill platforms 57 provide for the operator's platform, hand brake mechanism, etc. customarily provided on the ends of railway flat cars. Further, the crossbeam 56 supports at opposite ends single container brackets 23 in longitudinal alignment with the brackets 23 provided on the intermediate structure 11.
THE OPERATION
As best shown in FIG. 1, a container designated at 59 is supported on the end frame structure 12, the container brackets being suitably designed to securely maintain the said container against vertical or endwise displacement. The span of the side sill members 15 is narrower than the width of the container and thus the container is in proper position for crane unloading or crane loading during the land bridge operation. The container car disclosed of course may include lightweight truck constructions suitably connected to the bolster structure shown, the truck structure not forming any part of the present invention. The pocket 45 may be suitably adapted for a standard draft gear or suitable end-of-car cushion.
Sufficient numbers and spacing of the container brackets 23 provide for the adaptability of the container car to containers of various lengths. An extremely effective structure is provided by the utilization of the end sill structures in the manner disclosed, the box type of transition structure, and the simplified yet very effective lattice-type structure disclosed for the intermediate structure of the car. The structures are designed for maximum strength with minimum weight.