CA1230781A - Flat railcar for carrying heavy loads - Google Patents

Abstract

A FLAT RAIL CAR FOR CARRYING HEAVY LOADS

ABSTRACT OF THE DISCLOSURE
A flat rail car is connected to an adjacent car by a single truck which provides articulation therebetween.
A main frame includes a platform for supporting a heavy load, such as a military tank. The support members for the platform include a tubular center sill, a pair of tubular side sills and a plurality of spaced tubular lateral beams.
The tubular members provide high strength and receive the vertical loads from the platform.

Description

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~23~)~81 BACKGROUND OF lrHE INVENTION
~eretofore flat rail cars for transporting extremely heavy loads, such as military tanks weighing in ¦ excess of 60 tons, have involved the use of two trucks on , 5 the ends of the cars. The car length was in the order of ¦ 70 feet for carrying two tanks and, because of the weight ¦ involved, two trucks each required the use of three wheel axle asse~blies.
Among the problems associated with the arrangement mentioned above is that the cars are very heavy, and the . three axle arrangement on the trucks made them of limited , value and not useful for carrying loads including containers and other items other than tanks. As a result, the cars are not used to their maximum advantage between the times when extremely heavy loads are not being carIied.
Other problems with the arrangement described is that the relatively long lengths of the cars often provide diificulty in negotiating sharp turns. Also, the truck I centers on the cars are over 48 feet and in excess of the standard truck lengths used to determine the required ,r I ~. clearance. Because of this, the clearance requirements have to be reduced. When heavy loads, ~uch as tank~ are being cnrrled, the narrow clearance requirement0 menn~ thnt the ~a~Os ~ tan~ eh~o~d~ overhang the sides of the car by fairly j 2S significant amounts, in the order of 6 to 10 inches.
Many conventional flat cars have used channel support members for the side s1118 in the frame structure.
When extremely heavy vertical loads are involved, many loadings ,,~ ~

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and unloadings create fatigue problems w~ere the side sills ~ tend to crack away from the rest of the car. This condition j ereates a eondition which makes it necessary to limit the elearanee requirements of the cars mak~ng them unacceptable for carrying wide loads.
With re-~pect to military tanks including two pairs of tank traeks, it is generally a requirement that one track of e~ch of the pairs rest completely on the ear platform and that the other track of both pairs rest at least partly on the car platform. With the width between tank tracks generally being about 10'8", limiting the clearanee of the ear presents A problem.

i ~ OBJECTS OF THE INVENTION
It is an objeet of this invention to provide an improved flat rail ear system for earrying heavy loads.
It is a further ob~eet of this invention to provide an improved flat rail ear system for earrying tanks, but whieh may also be used for earrying eonventional eontainers and other loads.
It is still a further ob;ect of this invention to provide an improved fla~ rail ear of high rigidity in the ' longitudinal and lateral direetions.
It is still a further objeet of this invention to provide an improved flat ear with rela~ively ~hort truek eenters to permit wlder elearanees.

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It is still a further object of this invention to provide an improved flat rail car for carrying hea,vy loads wherein the clearance of the car is increased over many conventional flat cars.
It is still a further object of this invention to provide an improved flat rail car system for carrying tanks which has improved articulation between cars facilitating the negotiating of track curves.
~RIEF SUMMARY OF THE INVENTION
In accordance with the present invention, there is provided a flat rail car system for carrying heavy loads comprising: (a) a flat car connected at one end to one adjacent flat car by a single truck having a pair of wheel-axle assemblies rollingly supporting both cars, said flat car having connected at its other end a second truck having a pair of wheel axle assemblies; (b) means connected to said single truck to permit articulation between said flat car and said adjacent flat car when curves on a truck are encountered; (c) a main frame for receiving a platform on said flat car; (d) said main frame comprising a tubular center sill longitudinally extending along the length of said flat car; (e) said main frame further including a pair of rectangular tubular side ~ parallel to said center ~ill extending longitudlnally along said flat car;
(f) said main frame still further including a plurality of spaced parallel lateral tubular beams extending laterally across said flat car and along the length thereof; (g) bracing member ~ (, ~l~3~7~3~
connected between said lateral tubular beams and said center sill; (h) said tubular center sill, tubular side sills and said lateral tubular beams being disposed to receive the vertical loads carried by said platform; (i) said sills being spaced to receive loads from a pair of tracks on a tank transmitted through to said side sills and said platform wherein portions of the structure of said tank overhang short distances from the sides of said rai~ flat car; (j) the distance between the truck centers of said single truck and said second truck being approximately 37 feet wherein the relative short distance between truck centers permits a relatively wide turning clearance, thereby permitting a full deck width of approximately 10 feet 8 inches; (k) the total length of said flat car and said adjacent car being approximately 87 feet 5 inches over couplers; (1) a bolster connected at the unarticulated end of said car to support said platform; (m)- said bolster including reinforcement sections; and (n) support elements disposed below said side sills.
The relatively short car and strong structural members make it possihle to provide wider clearances and overhangs for heavy loads, such as military tanks.
Other objects and advantages of the pre~ent invention will be apparent and sugge~t them~elve~ to those 6killed in the art, from a reading cf the following specification and claims taken in conjunction with the accompanying drawings.

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~%3~78 BRIEF DESCRIPTION OF THE DRAWINGS
Fi~. 1 is a side view illustrating a pair of connected flat top rail cars carrying a pair of military . tanks;
Fig. 2 is a top view, with one of the cars including , the tank illustrating the overhang involved, and the other ¦! ear, illustrating in dashed lines some of the underframe structural members;
, Fig. 3 is a eross-sectional view, taken along ! lo lines 3-3 of Fig. l;
Fig. 4 is a eross-seetional view, taken along lines 4-4 of Fig. l; and Fi~. 5 is a eross-sectional view taken along ; lines 5-5 of Fig. 1.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
, Referring to Figs. 1 and 2, a flat rail car system 10 comprises a pair of flat ears 12 and 14. The flat ears 12 and 14 are conneeted together by a truek 16 including a pair of wheel and axle assemblies. The ends of the cars 12 and 14 are supported by trucks 18 and 20, respectively, which ~! also include a pair of wheel-axle assemblies.
The truek8 16, 18 and 20 are eonventional and may be oP a type mnnuPae~ured by Amerienn Steel nnd Foundry.
The truek 16 ineludes a eoupling meehanism 22 whieh pe~nits artieulation between the ears 12 and 14. A type of artieulator l , ` !

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~ connector adapted to be attached to the truck 15 may be of ¦ a type manufactured by American Steel and Foundry, 1005 Prudential Plaza, Chicago, Illinois, 60601. The coupling mechanism 22 permits the cars 12 ancl 14 to negotiate relatively sharp turns in the track during operation. The trucks and I coupling mechanisms are conventional and therefore will not i; be described any further in dètail. The total length ¦ of the two coupled cars 12 and 14 is about 87'5!- having truck centers of about 37'.
. 1~ The flat cars 12 and 14 include main frame members for supporting or holding the floors 24 and 26, respectively.
In the embodiment illustrated, a pair of military tanks 28 and 30 are supported by the floors 24 and 26, respectively.
, , The tanks 28 and 30 may be of extremely high weight, in the ¦ 15 order of 60 tons each as found in many so called Ml tanks.
Because of the extreme loads involved, the structure required in the flat cars 12 and 14 must be extremely strong and capable of handling heavy stresses during loading and u~loading.
As illustrated in Fig. 2, the tank 28 overhangs ! l the sides of the car 12. Other structural features to be described make the cars 12 and 14 especially adaptable to , receive machines such as tanks.
As is well known, and as illustrated in Fig. 3, the tanks generally include a palr of track mcmhers, such ns pair~ o~ track mcmber~ 32, 33 flnd 34, 35. These track members 32, 33 and 34, 35 arc in the ~orm of endless belts which are \~
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i suitably driven by the driving means within the tanks to move the tank over soft or hard terrains. As illustrated in Figs.

2 and 3, it is seen that the loads from the tanks 28 and 30 are transmitted through the floors or platforms 24 and 26 of the flat cars 12 and 14 to the tank tracks 32, 33 and 34, 35 and provides the load paths for the system. It is essential that the structure receiving the vertical loads from these paths be especially strong and capable of withstanding the ! extremely high vertical loads involved.
¦' 10 Referring to Figs. 3, 4 and 5, along with ~ Figs. 1 and 2, the floor 24 is supported by a center sill i 36, which may be 14" x 14", which extends longitudinally ; ¦ along the length of the car 12. It is understood that bothof the cars 12 and 14 are substantially the same and therefore any description relating to one will also apply to the other. The center sill 36 includes a web 38, which may be about 14" x 7", connected between the center sill 36 and the , floor 24. The tubular structures associated with the center ; of the car are designed for much higher strengths as compared with many welded center sill channel members used heretofore.
Side sills 42 and 44 extend parallel to the center ` ~ 8ill 36 longitudinally along the length of the car 12.
; The side sills 42 and 44 are also made of rectangular tubular members to provide high strength for the loads to he carried.

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¦ A plurality of la~eral tubular beams 46 and 48 e~tend across the car 12 between the side sills 42 and 44.
One set of the lateral beams is connected by welding between ¦ one of the side sills and the center sill, wi~h the other set of ,~ 5 lateral beams being connected by welding between the other side sill and the center sill in the manner illustrated.
' ~ 8racing members 50 and 52 are connected between the center sill 36 and the lateral beams 46 and 48, respectively.
The various elements including the center sill 36, ' 10 colmecting web element 38, side sills 42 and 44, lateral ¦ beams 46 and 48 and bracing elements 50 and 52 are all welded together in the manner illustrated. The side sills 42 . and 44 are welded to the floor 24 and the connecting element 38 is also connected to the floor 24., As illustrated in Fig. 3, the tracks 32, 33 and 34, 35 of the tank 28 are disposed over the side sills 42 and 44, respectively. The tubular structures of the side 8ills 42 and 44 provide ~orsional rigidity and receive the ~ main loads from the tank 28 as the tank is rolled onto and ; 20 then transported on the car. A small portion of the tracks y ~Q6~S
;. ~ or ~o~=u.~ 33 and 35 ofset from the center of the sills do not result in excessive twisting of the side sills as the ' tank is loaded onto the car.
If a conventional type of channel side sills was employed in pl~ce of the tubular memhers comprislng the side sill9 42 and 44, many loadings und unloadings of I heavy loads would intloduce a definlte fatigue problem. This , I

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i fatigue problem would eventially result in the side sills , s~arting to crack away from the rest of the car. There is no

3 excessive twisting of the side sills 42 and 44 when the tank is loaded and unloaded. In addition, beca~se the stronger fralne permits wider clearances, the overhang requirements ~I for the tank is satisfied The military requirement that, both tracks of both pairs be supported by the car is also ¦, satisfied.
Referring to Figs. 1 and 2, the lengths of the j 1~ cars 12 and 14 are relatively short with the total length of 3 - the two cars being about 87' over strikers.
j Prior art cars for carrying tanks utilized two three-~ wheel axle assemblies and were approximately 75 feet long.
¦ Because of the relati~ely long length of the car, the truck lS centers of the cars were in the order of 47-48 feet range and generally in excess of the standard tr~ck length which are used in the determining of adequate clearances. Because of ,~ this, the cars had to be reduced in width in order to satisfy ; ; the clearance requirements. When they are reduced in width, this means that the tank treads tend to overhang the side of '~ the car by a fairly significant amount, in the order of 6-10 ~-` inches.
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In the present car arrangement AS illustrated ` in Figs, 1 and 2, the desl$n result~ in approximntcly a 37 ~oot truck centcr which is accomplished with the use of articulation between the car bodies. This distance is well below the 41 foot, 3 inch truck center limit which is generally set for clearance. Consequently, the present . j 1~ , .

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I design permits a design which goes to a full lO foot, 8 I inch deck width. With the wider dec-,; width, the overhang on the sides when the tanks of 12' width are loaded on the ! car is very minimal, in the order of a couple inches on either side. The ~elatively short truck centers and relatively short 1 end overhangs on the car permits the structure of the car ; body to be greatly simplified.
Referring to Figs. 4 and 5, different views illustrate the same basic structure involving the side sills and center sill and cross beam arrangement. Figs. 3 and 5 relate to the car 12 while Fig, 4 relates to the car 14.
Fig. 3 has been generally described.
Fig. 4 illustrates a section through the non-articulated , end of the car. In this view, a bolster 54 includes reinforcement sections 56, 58 and 59 connected therein to support the floor.
24. Support elements 60 and 61 are disposed below the side sills 43 and 45, respectively. Basically, the additional ¦ structure illustrated in Fig. 4 provided between the car ' ! and truck is conventional.
Fig. 5 includes structure relating to the truck including the coupling assembly. A coupling unit 22 (Fig. 1) ~ ties two units in an articulated connector together and comprises primarily a male-female socket that has a center pin in it. This articulation arrangement, as mentioned, , 25 i8 conventional and only indirectly relat~d to the pros~n~
invention.

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A bolster 62 is provided below the floor 26 and welded to the side sills 42 and 44 to elements 63 and 65 included on the truck 20. The center area includes side bearing wear plate reinforcement structures 64 and 66. Cover means include cover sections 68, 70 ` '., and 72. The structure relating to the bolsters on the trucks '~ 16 and 20 are conventional and only indirectly related 3 to the present invention and therefore not described in further detail.

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Claims (3)

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. A flat rail car system for carrying heavy loads comprising:
(a) a flat car connected at one end to one adjacent flat car by a single truck having a pair of wheel-axle assemblies rollingly supporting both cars, said flat car having connected at its other end a second truck having a pair of wheel axle assemblies;
(b) means connected to said single truck to permit articulation between said flat car and said adjacent flat car when curves on a truck are encountered;
(c) a main frame for receiving a platform on said flat car;
(d) said main frame comprising a tubular center sill longitudinally extending along the length of said flat car;
(e) said main frame further including a pair of rectangular tublar side sills parallel to said center sill extending longitudinally along said flat car;
(f) said main frame still further including a plurality of spaced parallel lateral tubular beams extending laterally across said flat car and along the length thereof;
(g) bracing member connected between said lateral tubular beams and said center sill;

(h) said tubular center sill, tubular side sills and said lateral tubular beams being disposed to receive the vertical loads carried by said platform;
(i) said sills being spaced to receive loads from a pair of tracks on a tank transmitted through to said side sills and said platform wherein portions of the structure of said tank overhang short distances from the sides of said rail flat car;
(j) the distance between the truck centers of said single truck and said second truck being approximately 37 feet wherein the relative short distance between truck centers permits a relatively wide turning clearance, thereby permitting a full deck width of approximately 10 feet 8 inches:
(k) the total length of said flat car and said adjacent car being approximately 87 feet 5 inches over couplers;
(l) a bolster connected at the unarticulated end of said car to support said platform;
(m) said bolster including reinforcement sections; and (n) support elements disposed below said side sills.

2. A flat car system as set forth in claim 1 wherein a second bolster is welded to said side sills at the articulated end of said car below said platform, the center area of said second bolster including side bearing wear plate structures and cover sections.

3. A flat rail car system as set forth in claim 2 wherein the relatively wide clearance and short truck centers permit portions of the structure of said tank to overhang short distances from the sides of said rail flat car.